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

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

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

This revised and updated version of the manual utilizes black and white line-art images rather than screen captures.leveldsim. Selection of one of the included aircraft via the normal flight simulator menu loads both the aircraft and the panels. some sections have been expanded and new features introduced (individual EICAS messages for each system are now included in the system chapter). But. Using this Manual With FSX and the SP1 update. The final section will offer any system EICAS messages (if applicable). menu options. Although it is recommended that each system be thoroughly understood. the following chapters are recommended for initial study: • Introduction • Aircraft Operating Tutorial • Automatic Flight Director System (AFDS) • Flight Instruments • Flight Management Computer (FMC) • Inertial Reference System (IRS) • Radios and Communications • Normal Procedures These chapters provide a solid foundation for the proper operation of the 767. and 767 specifications. All systems are set correctly for normal flight operations. Each system chapter is organized into four sections. Introduction 6 .Level-D Simulations 767-300ER Introduction 6 Introduction W elcome to the Level-D Simulations 767-300ER for Flight Simulator X. there are also some subtle changes to the 767 and systems that may not be immediately apparent (see the Addendum for details). The first part of each section is the system description.com) and can be installed to FSX using the updated for FSX Repaint Manager utility provided by Flight1 (and installed to the Windows desktop). The most noticeable differences to the Level-D 767 are evident with the VNAV descent modelling (described in the FMC section of this document). The third part highlights normal procedures associated with the system. and configuration settings. welcome to the one of the most advanced products ever developed for Flight Simulator. This is not the recommended order of study. This manual offers an in depth examination of the aircraft’s panel and systems. the Microsoft Flight Simulator ACES team have made some significant changes to the platform and have added many new features. The chapters are arranged in alphabetical order for easy reference via the Table of Contents. panel layout. menu system (introductory chapter). A read through of the controls explanations of each chapter provides a better understanding of how the 767 panel operates without having to study the details of each system. The aircraft can be flown manually using all normal simulator controls available in MSFS. The panel is a complete reproduction of a 767-300 cockpit in both the traditional (2D) multi-panel environment. Veteran users will discover some new system features have been added to the FSX version. as well as a fully functional virtual (3D) cockpit. Though much of the manual is unchanged. The included aircraft comes in a variety of aircraft liveries (which can be freely downloaded from the Level-D Simulations home on the internet at http://www. The following chapters explain each aircraft system in detail. To use the automatic pilot and navigation capabilities of the aircraft. it is not an absolute requirement if the normal checklists are followed. it is recommended that the AFDS and FMC sections of this manual be reviewed thoroughly. Those should be read and understood completely. Overview The Level-D Simulations 767-300 for Microsoft Flight Simulator is a complex simulation. The “Level-D” and “B767 Specific” menu are described in detail within this section. The second part explains all panel controls associated with the system. This is particularly helpful when learning checklists and procedures. To properly prepare for flying the 767. Some color images have been included for reference purposes. The remaining sections of this manual explain the aircraft systems and controls. Subsequent chapter study can proceed in any order desired. setup considerations. This section of the manual offers an overview of the program. Some of these changes have required modifications to the 767. For the new user. The panel is initially loaded in a “ready-to-fly” state. The applicable system is explained in detail. The only exception to this is the AFDS and FMS sections.

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

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

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

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

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

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

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

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

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

Above 18. EADI Displays A/T flag When checked. Climb Thrust Derate Washout Sets the removal altitude derate climb power on Thrust Rating Panel.. Vref30+60. V2 (MCP bug). requiring duct pressure of 30 psi or greater for engine start. When un-checked. Realistic fuel feed Engine fuel feed requires correct fuel panel configuration. Vref30+60. VR. GPWS altitude callouts When checked. engine flameout is possible above 18. When unchecked. Upon reaching 12000ft climb thrust equals normal climb thrust. no altitude callouts are made. Vref30+20. Pneumatic loads Realistic pneumatic/air load occurs. The standard style EADI displays a fast/slow gauge along the left side of the display. Engines damage Engines are subject to damage when operated abnormally. Vref30+40 Vref30+80. “A/T” is not annunciated on the EADI at any time. altitude callouts are automatically generated based on Radio Altitude during the descent for landing. the carrier options are not changed when loading saved flights (situation files). Un-Checked: V1. In flight (for Landing): Checked: Vref30. 12000 At 10000 derate is removed proportionately up to 12000ft. Realism Battery discharge Battery discharge can drain the battery dead. Upon reaching 30000ft climb thrust equals normal climb thrust.000 feet with the fuel pumps turned off. engine restart is not possible without fuel pumps. V2 (MCP bug). the autopilot channels must be manually selected by the pilot to engage the AFDS for an autoland. None Derate climb is never reduced.. 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. Introduction 16 Carrier options Standard-style EADI or Speed tape EADI Drop down menu for the selection of two different EADI presentation styles. 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. Dual cue or Single cue Flight Director Toggles the presentation of the flight director between the single cue (bat wing) & the double cue (crosshair) format. When unchecked. Vref30+80.000 feet. AFDS automatic multi-channel When checked. along with a reformatting of the AFDS mode Annunciators. Also. the EADI annunciates “A/T” when the autothrottle is engaged. Airspeed BUGS option Speed bugs can be set automatically using a hidden mouse click area in the lower left corner of the airspeed gauge. Automatic door opening Cabin and cargo doors open & close automatically. Electric load shedding Realistic electrical load shedding occurs.Level-D Simulations 767-300ER Realism and carrier options. 30000 At 10000 derate is removed proportionately up to 30000ft. Vref30+20. the AFDS automatically engages for an autoland without pilot action. The speed tape EADI presents a speed tape in place of the fast/slow gauge. Vref30+40. Introduction 16 . Vref30+40. Vref30+40. Un-Checked: Vref30. When un-checked.

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

• to use brakes made of carbon fiber.the 767-200ER.and 180-minute ETOPS approval.000 161.669 X 2 6. Fuel Load Metric (FSX Settings> General> International> HYBRID (Feet. and in centre tank with refuelling point in port outer wing.57 m (156 ft 1 in) Length 54. Introduction 18 . 2006. • common pilot type rating with the Boeing 757.100 feet M0.379 Imperial (FSX Settings> General> International> U. pylon-mounted on the wing leading edges. fire handles.140 Aircraft Dimensions Wing span 47. • vacuum toilet waste system. Milibars) Tank Kilograms Liters Main Wings 18.62 m (61 ft 1 in) 767 firsts.518 10. Controls & Fuel Two high-bypass turbofans in pods. 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.400 12.289 m Metric (kg) 89. airlines had ordered five hundred and thirty-four 767-300ER’s. • widebody airplane to offer a choice of three passenger sizes -.121 km Typical city pairs: Los Angeles/Frankfurt Max Cruise Altitude Normal Speed (FL350) Max Seating Capacity 43.67 m (176 ft 1 in) Height overall 15. Engine controls include the throttles.85 m (52 ft 0 in) Tailplane span 18.Level-D Simulations 767-300ER Introduction 18 Level-D 767 Specifications The 767-300ER is an extended-range. • airplane to achieve both 120. Powered by two General Electric CF6-80C2 engines rated at 61.977 X 2 Center 36. and the Thrust Rating Panel (TRP).000 288.94 m (180 ft 3 in) Fuselage 53.473 45. SYSTEM (Feet.070 X 2 Center 80. As of December.371 91. 767-300ER and 767-400ER • large commercial airplane to use efficiency-enhancing “raked” wingtips. cruise and descent. • two-person flight deck on a widebody airplane.909 140. EEC switches.000 TOTAL 161. fuel cut-off switches. The Boeing Aircraft Company’s development of the -300ER began in January of1985.000 408.425 TOTAL 73.S. higher gross weight version of the aircraft..738 24.500 pounds of thrust per engine.909 73.454 130.000 310.. Inches) Tank Pounds Gallons Main Wings 40. Fuel in one integral tank in each wing.449 X 2 22.80 (530m / 851k) 350 Power Plant. and 514 orders had been filled.740 6. Operating Empty Weight Max Takeoff Weight Max Zero Fuel Weight Max Landing Weight Max Fuel Weight Range: Imperial (lbs) 197.545 185.

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

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

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

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

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

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

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

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

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

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

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

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

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

Equipment Cooling Selector Selects the equipment cooling mode. Selects number 2 automatic mode. Rotate the knob toward CLIMB to open the outflow valve. there is no airflow. SMOKE Light Illuminates if smoke is sensed in the system. Additionally. Pressurization Mode Control Selects pressurization system operating mode. Cabin Altitude Gauge Ft x 1. 5. 1 Switches the cooling fans OFF. so the ground warning horn sounds. 2 3 Equipment Cooling Controls 1. OP = Open. AUTO INOP light Illuminates if both auto controllers have failed or MAN mode is selected. Push The passenger cabin oxygen masks drop. 1 4. 2.Level-D Simulations 767-300ER Air. Cabin Rate Gauge Feet per minute (fpm x 1. Advisory Message PASS OXYGEN ON displays on the upper EICAS Air. The automatic mode sets a pressurization schedule based on this altitude. with no differential pressure available. Configures valves in the system 2 3 to allow cabin differential pressure to discharge air or smoke. Cargo Heat Controls Heat is directed to the cargo compartment when selected ON. Manual Control Knob Controls the outflow valve when MAN mode is selected. Pressurization is controlled using the manual controller 4 5 3 2. 6. 3. Pressurization Indicators 1. 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). Index rate is 500fpm climb & 300fpm descent. Rotate the knob toward DESCEND to close the outflow valve. 4.000 feet.000. Manually configures the system for flight. NOTE On the ground. These switches are normally turned ON after engine start and turned OFF after shutdown. Pneumatic System 32 Pressurization Controls 1. NO COOLING Light Illuminates if the system is in OVRD mode and no airflow is sensed. Cabin Pressure Differential Gauge 1 Pounds per square inch (psi). Landing Altitude Selector Rotate the knob to set the landing field elevation. AUTO 1 AUTO 2 MAN Selects number 1 automatic mode. Auto Rate Selector 6 Selects the limit for cabin altitude climb and descent in the AUTO mode. Outflow Valve Position Indicator Indicates the position of the outflow valve. rather than recycled air from the forward cargo area. 2. CL= Closed. Cabin Altitude light (depicted on the EQUIP COOLING panel) The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10. 3.000). Pneumatic System 32 . Passenger Oxygen ON Light The passenger oxygen system is operating and the masks have dropped. 2 3. AUTO STBY OVRD 4 System is automatically controlled. Passenger Oxygen Switch Located next to the EMER LIGHTS on the overhead panel.

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

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

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

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

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

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

Level-D Simulations 767-300ER

Autoflight System 39

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

Altitude Hold Modes
Autothrottle Controls
Lateral Modes

Autopilot Engage Modes

Flight Director Switch

Vertical Modes

Flight Director Switch

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

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

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

1

4

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

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

Autoflight System 39

Level-D Simulations 767-300ER

Autoflight System 40

Lateral Mode Control

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6

2 7
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3

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

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

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

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

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

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

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

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

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

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

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

Autoflight System 40

Level-D Simulations 767-300ER

Autoflight System 41

Vertical Mode Control

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

Altitude Target (MCP ALT Window) Control

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

Autoflight System 41

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

4. Aileron and Rudder Trim Controls Located on the Pedestal. Flight Controls & Indicators 60 . The green bands represent the normal takeoff trim setting range. Stab Trim Manual Control Levers Movement of these levers with the mouse causes the stabilizer trim to move in the commanded direction. 2 4 1 3 Yaw Damper Located on the overhead panel. Stab Trim Indicator Displays the current position of the stabilizer trim. Stab Trim Cut-Out Switches Used to stop a runaway trim condition. The yaw damper is commanded off. Aileron Trim Index A simulator convention used to display the current aileron trim. Removes hydraulic power from the respective stab trim system. 3. Aileron Trim Control Switches Use the mouse to move the aileron trim left or right. 1. 2. FS “Tool tips” must be enabled. Rudder Trim Index Displays the current amount of rudder trim. 3.8 units 0.2U Normal position of the switch which allows stab trim movement. APL NOSE UP APL NOSE DOWN Nose up trim. the yaw damper systems improve turn coordination and dutchroll damping YAW DAMPER Switches ON OFF Yaw damper is commanded on. The Stab Trim range is as follows: Electric trim (normal) Manual (levers) Flaps UP Flaps Down 1. A CONFIG warning is generated if the trim is set out of this range and power is advanced for takeoff. 2. Rudder Trim Control Knob Use the mouse to move the rudder trim left and right.25 to 12. NORM CUT OUT 2 Stab Trim: 4.Level-D Simulations 767-300ER Flight Controls & Indicators 60 Stabilizer Trim Controls and Indicators Located on the Pedestal 1. Nose down trim. To view the digital readout.50 to 12. Yaw Damper Inoperative (INOP) Light When the amber INOP illuminated the yaw damper is off or inoperative.8 units 0 to 14 units (full range) 3 1 TIP Place the mouse icon over the Stabilizer Trim Gauge to display a digital return. The white index band moves to indicate the current stabilizer trim position. The upper switch BLANKS when switch is OFF.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Second and third POS INIT pages are available to check current FMC and IRS positions.Level-D Simulations 767-300ER Flight Management System 77 Position Initialization Page (POS INIT) The POS INIT page is used to enter aircraft position coordinates during alignment of the IRS. the W coordinate of “71” is entered as “071”. LAST POS Last aircraft position in lat/long format is displayed. Therefore. these can be manually entered into the scratchpad and used for IRS alignment. Flight Management System 77 . The coordinates displayed by FS need to be formatted for the FMC. 5. 2 1 3 4 5 1. Select the most accurate latitude/longitude from LAST POS. The set inertial position entry is required to initialize the IRS. REF AIRPORT. For example. The coordinates entered are displayed until IRS alignment is complete. REF AIRPORT Use the airport coordinates by pressing the 2R LSK (when data is shown) to transfer the data into the scratchpad. Enter the airport ICAO code into the scratchpad and press 2L LSK to transfer data into this field. LAST POS Use the last position coordinates by pressing the 1R LSK to transfer the data into the scratchpad.— For example. Pressing the 2R LSK when coordinates are present transfers the coordinates displayed to the scratchpad. GATE. Charted Coordinates Third party simulator charts often list coordinates for airport gates. 4. REF AIRPORT This field accepts the four character ICAO airport identifier.1W07100. SET IRS POS These boxes are displayed when the IRS is in the ALIGN mode and present position coordinates have not been entered. If an entry is not made before the IRS completes the initial alignment. <SHIFT><Z> Pressing this key combination displays the aircrafts exact position across the top of the simulator window. or a manual entry to initialize the IRS. The current FMC clock time is displayed but cannot be changed from this page. 3. the scratchpad message ENTER IRS POSITION is displayed.6 in the FMC. 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. Position Determination The FMC accepts lat/long coordinates in the following format: N————. 2. Pressing the 1R LSK transfers the coordinates displayed to the scratchpad. The coordinates entered must be in the format shown above. the scratchpad message ENTER IRS POSITION is displayed.—E—————. If parked at a gate with known coordinates.61 would be formatted as W10146. pressing the 1R LSK on the depicted POS INIT page transfers N4221. The manually entered position is also co scratchpad message IRS POS/ORIGIN DISAGREE is displayed.—W—————. 4. This is important since entering “W7100. W101*46. 2. There are four methods available to determine the aircrafts position for coordinate entry during IRS alignment: 1.— N————.— S————. Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment.— S————.7 to the scratchpad.7” generates an error message. Adding a leading “0” is not required when the longitude is 100 or above.—W—————. If the manually entered position fails the IRS internal check.—E—————. Pre-flight Prompt Press to access the RTE data page required for preflight. 3.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

type an altitude into the scratchpad and line select it to the 1L LSK. Enter the wind speed and direction for the altitude and line select it into the dashed prompts. Pressing the right side LSK of any waypoint calls up the waypoint wind data page. This drops the altitude into a list on the left side of the page along with a DIR/SPD dashed prompt along the right side. Wind page data entry has to be executed with the EXEC key to become active. The absence of a “W” indicates that no wind data has been entered for the respective waypoint. “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. appendix of the Aircra Flight Management System 97 . The page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page. a “W” indicates waypoint wind data has been entered for the respective waypoint. The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information.Level-D Simulations 767-300ER Flight Management System 97 Route Data Page (RTE DATA) The route data page displays progress data for individual waypoints in the active route. The FMC calculates the temperature for the remaining altitudes based on a standard lapse rate. To enter wind data on the page. Wind data can be entered for up to three altitudes. The known OAT for any altitude may be entered on this line. In the WIND column. Wind page data helps enhance the performance of VNAV. The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed.

4. Flight Management System 98 . Static Air Temperature Displays static air temperature outside the aircraft. 3. 5. Progress Page 1 1 2 3 4 5 6 6 1. Distance and time to reach the final waypoint in the descent profile. Displays the FMC calculated fuel remaining. the aircraft is 0.Level-D Simulations 767-300ER Flight Management System 98 Progress Page (PROG) The progress page summarizes flight progress data for the active route. 1. 5. To access the progress page. Fuel Displays the estimated amount of fuel when arriving at each point. Position Report Prompt Pressing the 6L LSK displays the position report page. 2. Deviations from the calculated vertical path are registered here as above (+) and below (-) the path in feet. FUEL USED TOTALIZER CALCULATED 1 5 6 2 7 3 8 4 Calculated fuel used by the LEFT and RIGHT engines are listed along with the total (TOT) fuel used by both engines. VNAV Information Displays the following information regarding VNAV status when applicable: TO T/C TO T/D TO E/D TO STEP CLIMB Distance and time to reach the top of climb. press the PROG function key on the CDU. Displays the amount of fuel indicated on the fuel gauges. Wind Actual wind at the aircrafts present position. 8. Headwind/Tailwind Displays the current headwind (H/) or tailwind (T/) component relative to aircraft heading. 2. Vertical Track Error (VTK) Data is only displayed while on a VNAV descent. This value is determined using fuel flows for each engine subtracted from the total fuel quantity indicated prior to engine start. 3. 6.4 nautical miles to the right of the FMC leg track. and to the destination. Crosswind Displays the crosswind (Left or Right) component relative to the aircrafts heading. Distance and time to reach the step climb point. True Airspeed Aircraft true airspeed. Progress Page 2 Press the NEXT PAGE function key to access this page. Distance and time to reach the top of the descent. 7. Fuel Data Displays fuel used and fuel quantity information. The flight number (if entered) on the RTE page is displayed in the title. Estimated Time of Arrival (ETA) Displays the ETA for the respective waypoint and the destination. Waypoint TO NEXT DEST Active waypoint Next route waypoint Destination airport entered in route page. 4. In this example. Distance To Go (DTG) Displays the distance to the active waypoint. 6. between the active and the next waypoint. Crosstrack Error Displays aircraft distance from the active route. This page presents progress page data (depicted to the right) organized in a standard format for ATC reports.

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

Hold Available Displays the amount of holding time available before the reserve fuel amount is reached. To redefine the inbound holding pattern leg using distance. this field is automatically cleared. To change the holding pattern direction. Since modifications to the HOLD page can effect the aircrafts flight path. FIX Estimated Time of Arrival The estimated time of arrival at the holding fix is displayed. If a holding pattern is already programmed. 8. 4. type “L” or “R” into the scratchpad and press the 3L LSK. 7. type the desired time into the scratchpad and press the 4L LSK. is automatically filled in with the entry of a radial. 1 2 3 4 5 6 7 8 9 10 11 Defining the holding pattern. Note Any data in the QUAD/RADIAL data field automatically updates when changes are made to this data field. This data is used by the FMC to update performance data and to redraw the holding pattern accurately on the EHSI. The HOLD page is where the holding pattern is described and modified. entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the data line. 5. Note The LEG TIME field is cleared when a LEG DIST is defined. Manually entered data redefines the holding pattern and is displayed in large type. Quadrant/Radial Used as an alternate method to describe the holding radial on which the holding pattern is based. 2. Enter the desired holding radial into the scratchpad and press the 2L LSK to re-define the holding pattern based on the entered radial. Note The INBD CRS field automatically updates when an entry is made on this data line. To change the inbound course. The quadrant. Note If an entry is made in the LEG DIST field. The holding pattern is drawn on the EHSI and is followed by LNAV based on entries in this page. all modifications made must be executed by pressing the EXEC function key. The HOLD AT data box is displayed at the 6L LSK when pressed. To redefine the leg time. enter the new course into the scratchpad and press the 3L LSK. 9. type the desired length in miles of the inbound holding leg and press the 5L LSK. When the hold is initially defined. or when the HOLD key is pressed with a holding waypoint already defined. where XXX is a speed and yyyyy is an altitude. 3. If the waypoint is on the current route. A valid entry is XXX/yyyyy. NEXT HOLD Prompt Permits for the definition of a holding pattern at another holding waypoint. Expect Further Clearance Time A manually entered time that is used by the FMC for fuel and time predictions. (Not currently modelled) 11. expressed as a reference to a compass point. FIX Displays the name of the holding fix. Flight Management System 100 . Leg Distance Used as an alternate method to describe the size of the holding patterns inbound leg. Best Hold Speed Displays the recommended best holding speed based on aircraft weight and altitude. Inbound Course/Direction This field automatically fills in with a direct entry holding course and right hand turns when a holding waypoint is defined. The HOLD page is displayed when a holding waypoint is initially defined.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. pressing the HOLD key displays the holding page for the first programmed holding pattern. 1. Leg Time Displays the length in minutes of the holding patterns inbound leg. A new HOLD page is created when additional holding waypoints are defined. Speed/Target Altitude Defines the speed and altitude for the holding pattern.0 at or below 14. 6. this field automatically fills with either prediction data (small type) or waypoint speed and altitude constraints from the LEGS page (large type). (Not currently modelled) 10. For example. The default value is 1.000 when the holding fix is initially defined. the inbound holding course is the inbound course to the waypoint along the route.5 above 14.000 and 1.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

or the IRS is in navigate mode and has not received a present position entry. The estimated fuel at destination is less than entered RESERVES value. If the FMC position has not been radio updated within at least 12 minutes. The FMC light illuminates and the EICAS advisory message FMC MESSAGE displays when there is an FMC alerting message. If the climb speed profile results in a climb angle that will cause the airplane to miss a waypoint altitude constraint. an IRS NAV ONLY message is displayed in the scratchpad. The messages are categorized as alerting and advisory messages. Displays 15 nautical miles (2 minutes) prior to the top of descent point (T/D) when VNAV is the active mode and the MCP (AFDS) is not set to a lower altitude than the VNAV CRZ altitude. select the waypoint and press the EXEC key. press the DEL key.Level-D Simulations 767-300ER Flight Management System 117 FMC Messages FMC messages alert the flight crew to conditions that could degrade the system operation and advise the crew of input errors. Possible conflicts include • the left and right FMC position differ • the radio position differs from the FMC position INSUFFICIENT FUEL IRS NAV ONLY IRS POS/ORIGIN DISAGREE NO ACTIVE ROUTE RESET MCP ALT TAKEOFF SPEEDS DELETED THRUST REQUIRED UNABLE NEXT ALT VERIFY POSITION Flight Management System 117 . During LNAV mode. check that both NAV radios are set to AUTO so that the FMC can auto-tune the radios to receive an update. FMC Alert Messages • display in the CDU scratchpad • illuminate the amber FMC light on the center instrument panel • cause the EICAS advisory message FMC MESSAGE to display • illuminate the CDU message light (MSG). The AFDS will maintain the current heading. Select a steeper speed climb angle. Deleting the manual entry will reset the fuel quantity to the totalizer value. Displays when additional thrust is required to track VNAV descent path and maintain speed. The FUEL DISAGREE message is inhibited if the fuel quantity is entered manually on the PERF INIT page. the CDU scratchpad message UNABLE NEXT ALT is displayed. The V speeds have been deleted due to changes in takeoff performance or configuration data. Additional drag is required or the autothrottle is currently off and less thrust is required to maintain the current VNAV descent path. The VNAV mode is active and the autothrottle disconnected. The entered position does not match one of the IRS comparison checks. To delete a waypoint at end of route. DISCONTINUITY DRAG REQUIRED END OF ROUTE ENTER IRS POSITION FUEL DISAGREE – PROG 2/2 The LNAV mode is active and the route is not defined after the next waypoint (except when the waypoint is before a manually terminated leg. the title to CALC and enable the FUEL DISAGREE message. Use the CLEAR key to remove this message. The LNAV mode is active and the end of the active route has been overflown. an active route has not been activated. such as a VECTORS leg). The difference between the FMC position and other position data exceeds a comparison variable. The FMC position has not been radio updated for at least 12 minutes. The active VNAV climb mode cannot comply with the next altitude constraint. If this message is displayed. The inertial reference position differs from the current origin airport. VNAV mode is active. The totalizer (TOT) fuel quantity and FMC calculated (CALC) fuel quantity disagree by a significant amount. Use the CLEAR key or correct the condition responsible for the message to remove the message.

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

200 pounds (998 kg). In this condition. A pipe is attached to the center of the venturi and the other end of the pipe is located in the bottom of the center tank. the PRESS light in each center tank pump switch will illuminate even if the pump is switched ON. The overhead Fuel Panel provides for control over the fuel system as well as quantity indications.473 kg) of fuel.400 pounds (36. The Right Main AC Bus powers the Left FWD and Right AFT fuel pumps. The Right Main AC Bus powers the Right pump. The Left Main AC Bus powers the Left AFT and Right FWD fuel pumps. A suction force is created at the centre of the venturi. Fuel for operation of the APU is normally provided by the Left wing tank. The center tank fuel pumps are inhibited from operating anytime their respective engine is shut down or N2 is below 50%.Level-D Simulations 767-300ER Fuel System 119 Fuel System The Level-D 767 has 3 separate fuel tanks capable of carrying a combined total of 161. The center tank fuel pumps are powered from the Main AC buses. Therefore. 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.200 pounds (545 kg) and the center tank pumps are not selected ON. When the APU is switched ON. 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. The Left Main AC Bus powers the Left pump. In this configuration. The inhibit is removed when the N2 for the respective engine is above 50%. The FUEL CONFIG light on the Fuel Panel illuminates any time the center tank fuel quantity is above 1. the Left FWD fuel pump operates automatically provided AC power is available. When the center pumps are turned OFF. If the fuel quantity in either wing tank drops below 2. This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the engines. Unlike the wing tanks. the remaining fuel in the center tanks is drawn through a venturi by the Left Wing tank pumps. If these pumps fail. Center Tanks The center fuel tank is contained in the fuselage and is capable of holding 80.140 kg) (depending on aircraft weight). 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.449 kilograms) of fuel per tank. all fuel pumps on the Fuel Panel are turned ON when fuel is carried in the center tank. fuel cannot be gravity fed from 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 fuel is sucked from the center tanks into the main flow of the venturi. Each tank contains two fuel pumps labeled forward (FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. fuel from the center tank is exhausted first. This makes access to center tank fuel absolutely dependent on the two electric fuel pumps. Fuel System 119 . There are no provisions for the transfer of fuel between tanks in flight.371 kg) of fuel in the wings and center fuselage. Each tank has two electric pumps that deliver fuel under pressure to the engines or the APU. Any time the center tank fuel pumps are ON.738 pounds (73. Main Wing Tanks Each wing contains a fuel tank capable of carrying 40. the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use regardless of the pumps switch position. All three tanks are capable of supplying fuel to either engine via two crossfeed valves. Gravity feed at high altitudes may lead to reduced engine power or engine flameout. In normal operations. These two tanks are considered the main fuel tanks.669 pounds (18. If the lateral balance of the wing tanks is not maintained to within 1500 to 2500 pounds (680 to 1. the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS caution of LOW FUEL.

379 Imperial To set the simulator to display imperial measurements select U. The fuel quantity for all three tanks plus the total fuel quantity is displayed. When the jettison system is activated. The second valve is progress. Note that fuel crossfeed will not work with the center tank pumps operating since they overpower the wing tank pumps.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. the main wing tanks are normally filled first. only one valve is coming from the jettison nozzles when fuel dumping is in required for a successful crossfeed. Fuel jettison is not available for fuel contained in for system redundancy. engines with fuel exclusively from the wing tank with the The Level-D 767-300 Fuel Load Metric To set the simulator to display metric measurements select HYBRID from FSX Settings> General> International menu Tank Main Wings Center TOTAL Kilograms 18.000 24. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the wing tank with the least amount of fuel. Fuel Dumping The fuel jettison system permits the dumping of center tank fuel during flight. A fuel vapor trail can be seen during crossfeed operations.140 Fuel System 120 . Control for the jettison system is Fuel Crossfeed provided on the overhead panel via the Fuel Jettison The fuel system is normally operated with fuel from each panel. Opening the crossfeed valve permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both engines. However. Any fuel carried in the center tank should be burned prior to using fuel from the wing tanks. Two crossfeed valves on the Fuel nozzles located at the trailing edge of the wings (near the outboard ailerons).738 Gallons 6.977 X 2 45. turn the fuel pumps back on and close the crossfeed valves to restore the fuel system to normal operation.473 73. Total fuel quantity is also available from the FMC.371 Liters 22.449 X 2 36. fuel from wing tank supplying its respective engine after any center the center tanks is dumped overboard via two jettison tank fuel is exhausted. When fueling the aircraft.000 kg) of fuel is required. This is accomplished by turning on all fuel pumps prior to engine start. As the center tank is emptied.000 pounds (36. When more than 80.175 kg/min). SYSTEM from FSX Settings> General> International menu Tank Main Wings Center TOTAL Pounds 40. Wing tank fuel balance is maintained by supplying both the main wing tanks. highest quantity until balance is achieved. Also.425 91.400 161. The PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank. the crossfeed valves do not permit transfer of fuel between wing tanks. The fuel quantity gauge is powered from the battery bus. Panel permit fuel to feed from any one wing tank to both The jettison rate is approximately 2. When the wing tanks are even.S. fuel to the engines continues uninterrupted from the main wing tanks.669 X 2 80. the center tank is used only after the main wing tanks are full.600 pounds per engines. Both valve switches are normally turned on minute (1.070 X 2 12.

Illuminates PRESS light. To crossfeed fuel from one wing tank to both engines • Open the crossfeed valves by pressing in the crossfeed switches. Illuminates momentarily when the valve is in transit. the Left FWD fuel pump PRESS light is extinguished regardless of pump switch position. Fuel pump OFF. Fuel System: Controls 121 .140 kg). Illuminates for low pressure in the respective pump with switches IN. • Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel. Crossfeed valve is closed. Permits one wing tank to provide fuel for both engines. Illuminates if the center tank pumps are inhibited when the respective engine is shut down or N2 is below 50%. 4.200 pounds (998 kg) of fuel remaining in either wing tank. Switch IN Switch OUT PRESS Fuel pump ON. • Close the crossfeed valves. The PRESS light does not illuminate. Switch IN Switch OUT VALVE Crossfeed valve is open.Level-D Simulations 767-300ER Fuel System: Controls 121 Fuel Panel Controls 1 2 1 4 3 1. Center Tank Fuel Pump Switches Control power to the Left and Right center tank fuel pumps. • Wing tank fuel quantities differ by more than 1500 . Switch IN Switch OUT PRESS Fuel pump ON. • There is less than 2. Crossfeed valve is not in the commanded position. Crossfeed Valve Switches Control the opening and closing of the crossfeed valves. FWD and AFT Main Fuel Pump Switches Control power to the FWD and AFT fuel pumps in the main wing tanks.1. Note When the APU is operating. 3. 2.2500 pounds (680 . To terminate the crossfeed operation • Turn on both FWD and AFT fuel pumps. Center pumps provide twice the output pressure of the wing pumps. Fuel pump OFF. 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. Note Crossfeed will not work when the center tank pumps are ON. Illuminates for low pressure or when the switch is off.

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

The brakes are normally powered using the right hydraulic system with alternate power provided by the center system. It can be deployed manually using the RAT switch on the overhead panel. If power to both these systems is lost. The electrically driven demand pumps operate on demand and are capable of supplying sufficient pressure to satisfy normal system demands. In the ON position the demand pump runs continuously regardless of primary pump status. left autopilot. The left demand pump is powered by the Right Main AC Bus. stab trim. A minimum airspeed of 130 knots is required for satisfactory RAT operation. The right system provides hydraulic power to the ailerons. rudder. Each system has multiple pumps driven by separate power sources. elevators. The RAT provides partial hydraulic power for the ailerons. it can only be stowed on the ground using the Ground Requests menu. A check valve prevents the RAT from powering other center system components due to their high demand. Once deployed. 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 RAT deploys automatically in flight with dual engine failure. spoilers. elevators. the Right Main AC Bus. The ADP is also capable of providing normal system demands if both electric primary pumps fail. This may cause the left demand pump and system low PRESS lights to illuminate during engine start. yaw dampers. These pumps are normally in the AUTO mode for all aircraft operations and are shut OFF at the gate.Level-D Simulations 767-300ER Hydraulic System 123 Hydraulic System Hydraulic power is used to drive the movement of flight controls (primary and secondary). The left and right systems have engine driven pumps and electric demand pumps. Pulling the fire handle shuts off the respective primary pump and isolates it from the hydraulic system. The primary engine pump switches are normally left ON and are only switched off during abnormal operations. Left & Right Hydraulic Systems Both systems have an engine driven primary pump and an electrically driven demand pump. spoilers. Control is provided by a three position rotary switch with OFF. The air driven demand pump (ADP) is powered using bleed air from the center pneumatic duct. The left demand pump is inhibited on the ground during the start of either engine. Center Hydraulic System This system has two electrically driven primary pumps and one air driven demand pump (ADP) that provides hydraulic power to the ailerons. The Number 1 pump is powered by the Left Main AC Bus. center autopilot. 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. Each demand pump is powered independently. To reduce electrical demands. landing gear. In the AUTO position the ADP operates on demand only. center and right. The electric pumps normally operate continuously to satisfy center system demand. the reserve brakes and steering system may restore pressure for operating the brakes if the center system has reserve fluid remaining. rudder and spoilers. The left system provides hydraulic power to the ailerons. right autopilot. AUTO and ON positions. landing gear and nose wheel steering. When Hydraulic System 123 . The system is activated using the RESERVE BKS & STRG switch on the main panel. elevators. Both pumps are normally ON for all aircraft operations and are shut off at the gate. The center primary electric pumps are designated Number 1 and Number 2 and operate on two separate power sources. elevators. rudder. Either pump is capable of satisfying normal system demands. alternate brakes. The ADP normally provides supplemental hydraulic power during operation of high demand items such as flaps and gear. A Ram Air Turbine (RAT) is available that powers critical flight controls in the event of complete hydraulic system failure. This design allows for the loss of 1 or 2 hydraulic systems while providing limited operation of basic flight controls and related systems. the Number 2 pump will not operate (regardless of switch position) if all other electric pumps are operating when only one power source is available. Control is provided by a three-position rotary switch with OFF. and rudder ratio. spoilers. 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. In the ON position the ADP operates continuously regardless of system demands. flaps/slats. The right demand pump is powered by the Left Main AC Bus. and normal brakes. The center isolation valve must be open for the ADP to receive bleed air from either the engines or the APU. The center system has electric driven pumps and an Air Driven Demand Pump (ADP). In the AUTO position the demand pump operates if the primary pump fails or is turned 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. AUTO and ON positions. The 767 has three independent hydraulic systems: left. rudder. and brakes.

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

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

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

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

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

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

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

W7346. • Magnetic heading may need updating periodically during flight since there is no error correction in this mode. press the 6L LSK (< INDEX) and select the < POS INIT page. • Place the EHSI selector to one of the VOR or ILS modes (EXP or FULL). position must be entered using all digits./long.2 a) For IRS Keypad entry of co-ordinates: press the “N” key followed by 40377 then press the “W” key followed by 07346.2 and press the ENT key. • Observe the attitude ball return to the EADI. • Place the DSPL SEL knob to PPOS and the SYS DSPL knob to one of the IRUs to be quick aligned. c) Press “H” on the IRS Keypad followed by the current aircraft magnetic heading as read from the whisky compass. • If alignment fails. • For each IRU. • The ATT mode does not supply position information to the FMC since that is lost with loss of alignment. You must rotate the IRS Select knobs to the OFF position and then rotate to the NAV position to do a full alignment. ATT Mode If an IRU loses alignment in flight you cannot realign it./long. Observe that the EHSI heading is restored. Example Enter the current aircraft latitude/longitude position.2 would be invalid. • The end of quick alignment is indicated by the ALIGN lights extinguishing.7 W07346. • 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 ALIGN lights illuminate for those IRUs in ALIGN mode. • Flight director information is NOT available in ATT mode. If this page is not displayed. The ATT mode might restore attitude and heading information to the EHSI and EADI. Alignment of other IRUs is not affected. b) For FMC entry of co-ordinates: Press the INIT REF key to find the POS INIT page. This example assumes the Left IRU has lost alignment since the Captain EADI/ EHSI uses the L IRU primarily. Observe the magnetic heading listed in the IRS Display window. d) Press the ENT key to enter the heading into the IRU. The heading entry is in the xxx. Enter the current aircraft magnetic heading into the IRU as follows: a) Place the DSPL SEL knob in HDG. • Lat. Notes • If you move any IRS Select knob to ATT mode.x format (the period is inserted automatically). alignment will be lost for the rest of the flight. • To find current aircraft lat. This will show a countdown of seconds to the end of alignment. • The aircraft must be on the ground & must not be moved during the alignment period. • Place the L IRU Select knob to ATT mode. position use <SHIFT> <Z> and view the coordinates displayed in the top left corner of the outside window. • You can monitor the quick alignment countdown by placing the DSPL SEL switch to HDG. • Quick alignment takes 30 seconds. move the IRU Select knob from NAV to ALIGN. the ALIGN lights will flash. b) Move the SYS DSPL knob to the affected IRU (in this case “L”). Notes • Place the IRS Select knobs back to NAV. Inertial Reference System 131 . • EHSI map data MAY be available depending on number of aligned IRUs and FMC position information.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. 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. You cannot leave out zeros. Current aircraft position = N4037. • IRUs may be quick aligned individually or all at the same time.

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

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

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

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

These frequencies broadcast a clock tone. Do not tune the located on the pedesta in panel glareshield). VOR information is displayed when the full or expanded VOR modes is selected on the HSI mode control panel. VOR Receivers Two VOR receivers are found on the main panel. A dashed chimes the associated Flight Attendant station. The radio is normally left in the OFF position. to an ILS frequency that is in range. iver is NEW USERS NOTE Receiver. VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. Switching between the active and standby frequencies is done by pressing the frequency selection TFR switch. When a landing runwa utical miles of the landin aircraft is within 20 na the the ILS receiver when Radio & Communications 136 . main panel and the overhead. s> B767 radio (located on the ma tuned. Each VOR receiver is capable of both manual tuning and automatic tuning via the FMC. When the VOR receiver is in the AUTO mode. place the switch in the USB or AM position. Each receiver has an active and a standby frequency displayed. The receiver is controlled by a rotary switch with OFF. Pressing one of the cabin call buttons parked by dialing the frequency down past 108. 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.Level-D Simulations 767-300ER Radio & Communications 136 Radios & Communication Navigation and communication radios are found on the pedestal. the ILS information is Cabin Communications Panel displayed on the EADI and EHSI. On the EHSI. VHF Radios Two VHF radios are installed on the pedestal. To turn the HF radio on. An audio panel on the pedestal provides for control over the audio portion of each radio and cockpit communications. When the VOR is in the MAN mode. Selector knobs tune the frequency of the selected receiver. To hear all cockpit to ground communications. the FMC tunes the VOR receiver automatically to nearby stations for position verification. Audio Control Panel The Audio Control Panel is found on the pedestal. It controls all audio output and transmitter selections for the ILS Receiver An independent ILS receiver is located on the pedestal. The VOR can also be remotely tuned by the FMC using the PROG page. The currently tuned VOR frequency & its identifier is shown in the FMC. turn It is dedicated to tuning ILS frequencies only. VOR information is displayed when the RMI selector needle is pointing at VOR. 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.000. USB and AM positions. On the RDMI.000 and 15. Control for the audio output of each radio is provided by the Audio Control Panel. Pressing line represents the parked mode. The audio output from the HF radio is controlled by the Audio Control Panel. HF Radios Two HF radios are found on the overhead panel. VOR 1 is located on the Captains side of the AFDS panel. VOR 2 is located on the First Officers side of the AFDS and is visible when the FO panel is displayed. radios.000. The ILS receiver can be overhead panel. The ADF receiver is located on the pedestal. This receiver has left and right frequency selectors. The only frequencies that do not have static are 5. When tuned on the INT audio selector & adjust the volume as desired. 10. interphone communications within the plane. ILS information is also The Cabin Communications Panel is found on the available on the Standby ADI. Controls for ADF Receiver the interphone are found on the Audio Control Panel. Control for the audio output of the ADF is provided by the Audio Control Panel. the pilot controls the tuned frequency and course. This mode inhibits the FLT INT button allows the pilot to monitor all display of ILS information on the flight instruments. 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 “Level-D Voices” option from Add-ons> Level-D Simulations> Preferences> Level-D Panel> must be enabled to hear crew interactions with the flight deck. • To hear cockpit to ground communications. Note To park the ILS receiver. Sets the amplitude modulation (AM) mode. • The active frequency illuminates brighter than the standby frequency. • To enable cabin communications with the flight crew. turn on the PA audio selector and adjust the volume as desired. • Pressing on the top of an audio control dial makes the selected channel audible. • Tune the radio using the standby frequency. 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. 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.Level-D Simulations 767-300ER Radio & Communications 137 VOR Receiver Controls Located on the Main & F/O glareshield. 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. Sets the upper side band (USB) mode. dial past 108 until dashes (-------) are displayed. • Use the TFR switch to select the active frequency. turn on the INT audio selector and adjust the volume as desired. ADF Receiver Controls The ADF receiver frequency may be adjusted by clicking on the selector knobs or by placing the mouse cursor over the frequency display window and scrolling the mouse wheel. 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. • An audio control knob is active when it is illuminated. HF Radio Controls Situated on the Overhead Panel. • The volume is controllable on those channels that display a +/. Radio & Communications 137 . AUTO MAN Frequency automatically tuned by the FMC. • Some receiver channels are on/off only. OFF USB AM Power removed from unit.when the mouse hand is passed over the selector knob. Frequency manually controlled by the pilot.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 153

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

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

Manual entry of route

Pre-programmed route

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

Level-D Simulations 767-300ER

Tutorial Flight 154

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

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

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

<SEL> <SEL>

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

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

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

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

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

<SEL> <SEL>
<SEL>

133.9

3.1

Tutorial Flight 154

Level-D Simulations 767-300ER

Tutorial Flight 155

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

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

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 157

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

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

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

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

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 158

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

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

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

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

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

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

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

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

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

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

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

Level-D Simulations 767-300ER

Tutorial Flight 159

5  Setting the AFDS

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

146

260

7000

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

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

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

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

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

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

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

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

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

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

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

Tutorial Flight 159

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

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

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

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

Note the estimated fuel for each waypoint and the destination. Continue to the monitor the aircraft systems. In short: PREPARE. PROGRESS Page Press PROG (FK). those eight issues. LNAV and C CMD engaged. fuel burn. In the real world. Therefore. it is best to have a pen & paper handy to write down all clearances. perhaps ponder the imponderables. 28R may not be appropriate. If you’re comfortable planning a different arrival runway. adjust the cool things off. the EADI will display: SPD | VNAV PTH | LNAV | CMD The " EADI Displays A/T flag” option is enabled. or provide vectors off our planned arrival route altogether). If we were connected to an online network. Whatever the to 11 hour flights provide the time to enjoy a few cups of reason. the winds (weather) and air traffic control would dictate which runway we would land on. Make notes on your flight plan for fuel burn. This with hours of enjoyment. there is a very good likelihood that our arrival would be altered (ATC may dictate crossing & speed restrictions. the A/T flag will be displayed below the first column at the top of the EADI if the A/T is engaged. the cruise phase would be the time when the flight crew would program the arrival approach/runway. etc. Just ask the crew of the Gimli Glider how much fun that is. And. In such circumstances. and approach plates. The PROGRESS page (1/2) will be displayed. minimum altitudes on your gauges.e. with VNAV. The PROGRESS (2/2) page will be displayed. That’s a big “Oooops”. wind data. 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. your approach into destination. Press NEXT PAGE (FK). There can be many kinds of unexpected events that will force you to Fun with the Flight Crew change your route towards an enroute alternate. go right ahead: for the purposes of this tutorial. Record the fuel burn data into the flightplan fuel columns. The TCAS is not an allpassenger cabin compartments? encompassing or all-knowing device. Always remember to keep the On a long haul flight. but. crosswords. we will stick with runway 28R. Get charts ready. While enjoying the Turn your attention to the Air Conditioning Controls view. technical newspaper on a short hop like this flight. The default setting for COMP TEMP are 24°C or 68°F. For the purposes of this tutorial we programmed the arrival runway during the FMC setup while we were on the ground in Vancouver. if you want to catch a short means that you should make the FMC route look like your nap. approach procedure. scan the outside of the aircraft for air traffic. Fuel Panel Monitor balance and turn off Center Fuel Pumps when center tank is empty. can also be used as a fool-proof alarm clock! planned arrival. If you are using an active weather program and the winds are above 08kts. Since “Otto” seems to have things under control. A F/A is bound to request more heat in the FWD. In real operations of the 767. Tutorial Flight 164 . you should be able to make a logical and quick java. in case something goes wrong. review the predicted weather and Repeat with full W (Warm)! its effect on your arrival. review and program the missed MID or AFT cabin. Review the arrival Wait. Let’s Prepare for the arrival. or unexpected requests by ATC. Note the information displayed on PROGRESS page and compare them to the flight plan.Level-D Simulations 767-300ER Tutorial Flight 164 Always be prepared to change the planned course of your flight. Of course you also have to make sure you can transition to raw data if needed (i. and check to make sure the aircraft will arrive with fuel to spare: nothing worse than heading to an alternate due to weather and not having the requisite fuel to get there. winds aloft. panel in the upper right corner of the Overhead. Fly on the basic navigational instruments). this game provides the flight crew FMC in the loop for a better situational awareness. We chose to land on runway 28R at San Francisco (the preferred arrival runway). Compare the progress data with the included flight plan. let’s examine some of the other pages available on the FMC. and try not to fall asleep! Even though the LDS767 has a fully operational TCAS. I’m almost positive that our LDS767 Technical Advisors don’t get a lot of time to kick back and read the Some events include a medical emergency. and consider the Rotate the temperature control knobs from the default many possible obstacles that you could see during Auto setting to full C (Cold). complete a few decision to ensure the safety of your aircraft and passengers. During the cruise phase of flight.

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

reset the altimeter to the KSFO local barometric setting once the aircraft has passed 18000 feet. FLCH mode. • Go around: 281°. downwind leg. Consult the charts on this page. 15 FEB 2007 to 15 MAR 2007 1. This is the plan: • Cross LOZIT at 11000. SW-2. Use the reminder to ALERT the F/A’s of the descent. • Intercept the 28R LOC (111.7 & 283°). I prefer to start the APU on the downwind leg (just in case).5mins 10 3° . • Though not SOP. Descend to 3000. • Outbound SFO 1 to 1. • Depart SFO heading of 070°. take the time to reexamine the charts and brief the flight crew on the planned approach.Level-D Simulations 767-300ER Tutorial Flight 166 Approach Briefing !  During the initial descent. • If you are running an active weather program. • When G/S Deviation Scale (EADI) above the center mark. 220 knots.5 minutes (depending on the aircraft speed). the Bay” visual ap 070° ~ 1 to SW-2. 15 FEB 2007 to 15 MAR 2007 • Don’t forget to ALERT the F/A’s BEFORE you begin the descent phase. climb to 3000’ direct to VIKYU INT and hold. HDG SEL mode. right turn base leg to 230° or direct the DUMBA waypoint. • Right turn 103°. 070° heading. 15 FEB 2007 to 15 MAR 2007 SW-2. • Verify that the FMC data is correct. 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. Tutorial Flight 166 SW-2. 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).

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

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

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

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

. 0030/../. 0050/./.. 0133/.. 169 CLB 260069 SEA 159 406 398 00/04 00/11 . 0136/. . 17... .../.Level-D Simulations 767-300ER Tutorial Flight 171 Flight Plan KILOGRAMS w w w..8/W12324.. 0106/. ./.. . . .. 166 370 272037 OAK 161 459 456 00/30 01/20 .1/W12222... 0058/.. ..... .. 133800 26% / 2. 10 FT RESV 003120 0045 . 0080/.5 SQUIM 029 J589 N4759..... ARR BIAS 0 MIN 1200 FUEL YYJ J589 RBG.70 031 DCT N4814. 164 DSC 247021 OAK 161 458 455 00/02 01/23 .... ..1/W12222. .40 159 J589 N4310. 0085/..6/W12329.... .. 0035/..7/W12227....0 YYJ 113.... DIST 0709 YVR3 26L REQD 016475 0316 . 125 DSC 174009 OAK 124 250 243 00/03 01/40 ..... 27369 116728 EXTRA 001387 0020 ..... 125 DSC 166016 OAK 124 290 276 00/03 01/36 ../.. .... 117 DSC 358017 OAK 120 210 222 00/01 01/41 . . ../.. 146 DSC 315001 OAK 145 367 359 00/10 01/33 . 0129/. 133173 123336 M002 CG/TRIM DEST KSFO 009837 0141 . ALTN KOAK DIST 9 HOLD 001040 0015 ./.D5 H WIND ATC ACTME ETA ATA ACBO ABO REM AREM N4843... 0145/. 0083/.. ......3 LOZIT 015 GOLDN4 N3741./.GOLDN4/0141 TO NM AWY M/H FL M/C TAS G/S ZT 7000 JA J H P D .1/W12316. .4 SFO 115...4 ALTN 001091 0015 .. .. ..7/W12252. 0079/. 169 370 273072 SEA 160 460 462 00/20 00/40 ...1 RBG 108..30 017 GOLDN4 N3804. 344 358017 OAK 345 210 194 00/00 01/41 . .5 ELMAA 050 J589 N4429. 0078/..... 0084/.6 CVO 115.100 . .... 0085/.5 TOC 016 J589 N4708. . 0066/. 0114/. ETD CLB BIAS 0.... 0019/....... 171 370 273084 SEA 160 457 461 00/06 00/19 ..0% DEP BIAS 0 MIN 0 DIST 0 FUEL. 0080/./.70 062 GOLDN4 N3753.4 ENI 112. 0098/.0% CRZ BIAS 2.0 PYE 113...9/W12240.4 KSFO 000 GOLDN4 183 CLB 155018 CZVR 185 331 308 00/06 00/06 . 0084/. 0086/. ELEV..9 TOD 230 GOLDN4 N3903../. f s b u i l d .4% DSC BIAS 0./..9/W12321. . 0081/.1/W12314. .80 006 GOLDN4 N3737.5/W12319.9/W12317.. 168 CLB 261066 SEA 160 469 461 00/02 00/13 ..20 079 J589 N3921.... Tutorial Flight 171 . 0078/.6/W12327. 169 370 272039 SEA 165 459 459 00/10 00/50 . c o m FSBUILD FLIGHT PLAN FLT REL IFR LDS0001 CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D FUEL TIME CORR TOGWT LDGWT AVG W/C TAXI 000000 0000 ./.../.3 DUXBY 016 GOLDN4 N3737. 0028/. ZFW 116698 PAYLOAD 024698 TTL AT TO 016475 0316 .....

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

... AREM – Actual Remaining Fuel on board at wpt. WIND – Direction of Wind/Speed.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 .. AWY – Airway ID from previous waypoint to current waypoint (SID. 7. ID for current waypoint (Navaid or Fix) & Navaid Freq. .Latitude/Longitude of current waypoint.4% DSC BIAS 0.. 4. Tutorial Flight 173 . STAR. . 11. Required Fuel. 15. 153 CLB 150018 SEA 154 276 260 00/01 00/03 . 0024/. 10 FT [7] RESV 006878 0045 . Navlog Main Flight Plan Legs Data M/H TO NM AWY M/C N4904. . Aircraft Zero Fuel Weight (empty weight + payload) 18. ATC – Online ATC sector. 13. Avg. . Extra fuel and time 11.6/W12307. . M/C – Magnetic Course from previous to current wpt. 19.taxi fuel) 12. 0341/. ELEV.. . TAS and G/S – True Airspeed & Ground Speed.. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17.. 10. [18] DIST 0737 [12] REQD 035206 0323 . . . Alternate Fuel and time 9. 14. . .. Aircraft Type 5..PYE1 KSFO/0148 1. . [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 .. 16. NXXX/WXXX . for manual tracking of fuel score. Descent performance factors.6/W12308. 0327/.0% DEP BIAS 0 MIN 0 DIST 0 FUEL.for Headwind) 16. . [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 .. TO – data from last waypoint to current waypoint row.. [10] EXTRA 003057 0020 ... . Total planned route distance from Dep to Dest. ETA/ATA – Field to manually fill out Estimated Time of Arrival and Actual Time. 3.. ACBO – Accumulated fuel burn from DEP airport to current waypoint./. 5. Climb. Cruise. . sum of all above fuel amounts 13. . 0335/. ACTME – Accumulated time from DEP airport to current waypoint. . ABO – Actual fuel burn. 1. . 0016/.2 YVR2 004 J126 N4853.. Airway).4 YVR11 006 J126 158 CLB 100012 SEA 160 268 266 00/00 00/02 .9 148 YVR 115. FL – Flight Level or CLB/DSC (climb/descent). . ETD [19] CLB BIAS 0. 20..90 007 DCT 150 FL WIND TAS G/S ZT ACTME ETA ATA CLB 110010 268 263 00/01 00/01 . Cruise Mach Number 4. NM – nautical miles from previous to current waypoint. Hold fuel and time 10. enroute wind (+ for Tailwind. Planned Takeoff Gross Weight (LBS or KGS) 14. [8] ALTN 002407 0015 . ZT – Segment time from previous to current wpt. [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . REM – Remaining Estimated Fuel on board at wpt. Reserve Fuel and endurance time 8. M/H – Magnetic Heading from previous to current wpt. . ARR BIAS 0 MIN 1200 FUEL [20] CYVR YVR J126 EUG J143 ENI. .0% CRZ BIAS 2. 17. . 12. N4859. . 6. 9./. Taxi fuel and time 6.. ATC ACBO ABO REM AREM CZVR 0010/. .. Three or five letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. ATC and Flight Plan Route.. . 8... 18. ./.6/W12308.. ATC Callsign or Flight Number 2. Planned Landing Gross Weight 15. Total fuel planned at T/O (= Required Fuel . Destination Fuel burn and time 7. Adjust individual aircraft burn performance to accurately reflect changes in performance based on aging engines and more drag. ICAO code Departure / Destination w Runway ID 3.

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

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

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

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

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

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

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

simroutes.. Flight Planning Open your internet browser and navigate to http://www.337 pounds.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763” folder.com. Choose from these options: • Basic Aircraft Configuration.4 Hold Hold Hold Hold Hold Zero Fuel Weight l Proposed Takeoff Fue Takeoff Weight Takeoff %MAC Takeoff Trim Tutorial Flight 183 . It’s retro cool! If you’d prefer another airline livery.727 kilograms / 257. • Choose the Level-D 767 in the dropdown menu and click the “Download File” button. Remember.com..876 kg) of fuel for the flight. 1. • Choose the YYJ J589 RBG. • Save the file (CYVRKSFO.txt “. many user-created “repaints” are available on the internet as well as http://www. 4.GOLDN4 flightplan.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. Saved Files Create your own start-up file (see Creating a Situation file). • Click on the Proposed Fuel minus button to load 35. • Click on Passenger Load button to return to the main screen.876 kg is close enough to get the trim setting. 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.rte) to the default “rte” file location: C:\Program Files\Microsoft Games\Microsoft Flight Simulator X\Level-D Simulations\navdata\Flightplans. • The aircraft is loaded with approximately 60.. Load the cargo levels for each compartment as closely as depicted. Use the Repaint Manager (default installed to your Desktop) to install the livery to FSX. A new screen will display the Cargo subscreen. Aircraft Livery Go ahead and use the default Level-D 767.leveldsim. • Enter CYVR as the departure airport and KSFO as the arrival airport. • Click on Cargo Load button. but 15. you must manually adjust the fuel load in the aircraft later. • Print the 767LoadSheet. menu. 3. select Random.369 kg) (Cargo & Passengers) for a Zero Fuel Weight (ZFW) of 116. or load the “Golden Gate Run 1” from the Add-on> B767 Specific > Import panel data from a flight. • Press Exit to close the Configuration Manager. select Long Haul Flight • Load Type.000 lbs (15. • Press Save Settings to save the configuration file. Configuration The Configuration Manager is installed to your Desktop by default. 2.

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

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

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

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

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

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

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

needles and compass card now powered by the Right Main AC Bus • VOR L & ADF R now powered by the Standby AC Bus • VOR R & DME R now powered by the Right Main AC Bus • ADF L & DME L now powered by the Left Main AC Bus • Modified flight model to real world climb performance • Added camera points of view • Deleted 2D Cockpit Side/Back views. Gauge light not diminished if flying into sunlight • RDMIs: VOR/ADF flags show and pointers INOP when source data is not available • EHSIs: ADF pointers do not display when source data is not available • Updated default Level-D keyboard commands for FSX compatibility • Fixed unwanted RAT deployment while loading a flight • Level-D menu items are now dynamic (they disappear when they were grayed in FS2004) • A/T will maintain Flight Idle ~32% in all AT modes • Fixed the A/T going to IDLE in VNAV_PATH cruise if above cruise altitude • Enhanced Pilot’s manual including comprehensive tutorial flight • Start-up flight for the tutorial included (see FSX Missions) • Fixed SPD light on Aerosoft’s MCP when FLCH is in altitude capture mode • Updated LVLD_SDK headers for C++ compatibility • Added “L:LVLDAutobrakes” xml read/write variable • Updated and revised for FSX.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. Instructions included with utility & manual documentation • Updated and revised for FSX. needles and compass card now powered by the Standby AC Bus • Right RDMI lighting. Instructions included with utility & manual documentation Electrical Flight Model Cockpit Exterior Interior Miscellaneous Support SDK Configuration Manager Repaint Manager Addendum 191 . FSX does not support bitmap views • FS9 liveries/repaints fully FSX compatible • FSX visual model created using FSX SDK • FSX “light bloom” supported (landing & taxi lights) for FSX models (even during daylight hours) • Improved gauge illumination.

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

just toggle it. there are freeware and payware services which offer a selection of procedures. But 8x has been tested with a routing that is relatively straight and no winds. The start time is realistic. 10. this is what you’ll see. Why do the HF radios emit static? HF is not simulated in FS. (Note that you must select the arrival runway in the FMC for this option to work).microsoft. Due to sensor construction/operation you will not see the indication report mid travel position from flaps 0 to 1. The SIDS and STARS still don’t show up in the FMC. Within two minutes the RUN indication will tell you that the APU is available. with your key file. Otherwise. The only way to get the lights to work independently would have been to remove the flexing wings feature (and nobody wants that!).msi file from http://www. AIRCRAFT SYSTEMS The flap indicator jumps from 0 to 1. What simulation rate can I safely use if I want to cut down the flying time? 4x is recommended. ZFW and GR WT in FSX. Why doesn’t Autoland automatically arm? Autoland will arm automatically if you have “AFDS automatic multichannel” selected from the Add-ons > B767 Specific > “Realism & Carrier options” menu. Then select that radio’s IDENT switch on the audio panel. Set the required frequency manually in either the Left or Right NAV radio on the MCP.msi (MSXML 4. Safest bet is to use 4x max. not the ILS receiver. why? Select airport procedures are included with the 767 for FSX.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. 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.txt Can I use the old Flight plan format from the 2000/2002/2004 versions of the 767 in the FSX version? Yes. You cannot tune ILS frequencies in the real aircraft’s NAV receiver either. What’s going on? The APU start time has been modeled to take between 1 and 2 minutes to start.ini” file with NOTEPAD. centre and right ILS receivers in the main equipment centre). What am I doing wrong? You are tuning the NAV1. This is a “proposed fuel amount” only. Why? The airspeed click spot to set the “bugs” is only available on the 2D panel.\Flight Simulator X\SimObjects\Airplanes\LVLD_B763\767LoadSheet. You will have to create your own. This is the way it works in real life. I load the 767 in FSX and the fuel is always at 100%. Once FSX has started and the Level-D 767 loads. center and right A/P manually before the AFDS system will be active for an autoland. Addendum 193 . To tune the ILS. PROCEDURES The SIDS and STARS don’t show up in the FMC. and share your work by uploading to a flight simulation file service. it will only accept valid VOR frequencies. Why? The Configuration Manager is working properly..000. It can also be tuned automatically by the FMC by selecting the “FMC tunes ILS” in the “Realism & Carrier options” from the B767 Specific Add-on menu. I tune the ILS frequency and front course on the glareshield radio. but Level-D Simulations does not create or maintain these procedures. the old 767 . To cancel the sound. The LDS767 doesn’t use the internal NAV2 radio. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC. The HF radios are non-functional. and you get a message that you have a bad license. Press the “Click here to Reinstall” button. is it broken? Nope. why? Due to limitations in the program that is used to create the exterior of the aircraft (G-max). That will set the FS NAV2 radio. Download the msxml. Alternately. arm the left. or restore Ground or APU power. Bad License message. Why is the TAI indication green all the time ? This is correct behaviour for the aircraft modeled. You don’t need to leave the ident on. You will need to be connected to the Internet. I can’t sit for 12 hours and fly at 1x sim rate. The FS NAV2 radio will stay on that frequency until an ident is done on a different frequency. SETUP The Configuration Manager isn’t working.0 Service Pack 2 (Microsoft XML Core Services)). These frequencies broadcast a clock tone. but here’s a trick that will let you tune the internal FS NAV2 radio. The strobes lights only turn on if the position lights are on. VIRTUAL COCKPIT I cannot set the air speed bugs in the VC with the hidden click spot on the Airspeed indicator.com/downloads/details. Turn both flight directors off to disable all MCP modes. 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. to re-install your license. How can I view the Loadsheet created by the Config Manager? Simply create a shortcut to your desktop of “.. you will have to manually load the fuel via the menu bar to match the amount you have “proposed”. enter the frequency and course on the ILS Control Panel on the pedestal (This will tune the left. Find the following string of text: TIP_AT_STARTUP=1. 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. the leading zero will fall into place. The APU doesn’t seem to be starting. You can cancel the Setup process if you already have the Level-D product installed. 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.rte flight plan format can be used in the Level-D 767 for FSX. you need to run the downloaded exe. this is modeled as it is in real life. While it does change and set the cargo load. when I have set the fuel in the Configuration to less than 70%.000. The static is simulating the static heard when no transmission are being made on the HF frequencies. If you start Flight Simulator. switch the all three IRS’ on the overhead panel from NAV to OFF. Change the value to read: TIP_AT_STARTUP=0. why? NOTE: Your machine may need the file called msxml. the position lights are tied to strobes.000 and 15.net. it does not set the fuel load. The only frequencies that do not have static are 5. I hear a high pitch siren when I shut down the APU. Set the bug in the 2D panel and return to the VC and “bugs” will be set. 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. but it doesn’t do anything. Why won’t the transponder accept “0” as an entry? Enter the non-zero digits. Shut off the cargo heat switches on the overhead. The procedures are created by users.

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

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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