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757-767 Study Guide 11-22-14
757-767 Study Guide 11-22-14
www.FLIGHTLOGS.com
THIS STUDY GUIDE HAS NOT BEEN ENDORSED, NOR HAS IT BEEN
REVIEWED BY ANY AIRLINE.
FOR STUDY PURPOSES ONLY.
We do not assume responsibility or liability for any of its contents or use.
Once again, FOR STUDY PURPOSES ONLY
We do our best to keep this study guide updated, but material may be out of date.
The material contained in this guide is cursory and should only be used as a memory jogger.
For complete systems information and for exact wording and/or procedures
guidance always refer to, and follow, the appropriate approved manual.
AIRSPEED UNRELIABLE
ENGINE INDICATORS:
- 757 Primary indicators: EPR, N1, EGT
- 767 Primary indicators: N1, EGT
TURNING RADIUS:
757:
120 ft (36.6 M)
767-200: 129 ft (39.3 M)
767-300: 146 ft (44.6 M)
MINIMUM RUNWAY WIDTH: 148 ft or 45 meters
unless otherwise approved. (X-wind limit of 20 kts
imposed if less than standard)
MINIMUM RUNWAY REQUIRED:
Normal Landings: Dispatched to land on longest Rwy,
Dry or <4000RVR/<3/4 Rwy Wet with good braking, but
if less than good braking, standing water, slush, snow
or ice then check the Landing Data Card (in FRED or
Perf Appendix) just before landing, using actual runway
conditions (big runway length penalty if no reversers).
Non-Normal Landings: refer to QRH Landing tables
RUNWAY SLOPE: +/- 2%
MAXIMUM WEIGHTS:
ZFW
RAMP
757
185.3 251.0
757-200 ER
185.3 256.0
(757-200ER T/O weight depends on alt.)
767-200 ER (N319-339) 253.0 315.0
767-300 ER
288.0 409.0
767-300 ER Winglets
291.3 409.0
T/O
250.0
255.5 255.0
313.0
408.0
408.0
WIND LIMITS:
No ops permitted with wind / gusts above:
CROSSWIND LIMITS:
- Takeoff or Land X wind, 757 / 767:
- Zero crab landings - 757:
- Zero crab landings - 767:
- Runway less than 148 (45m) wide:
- Hydraulic problems:
- Wet / slippery or braking action fair:
- Rudder Ratio (with left system hydraulic
pressure normal, no auto land):
- RVR less than 4,000 (1,200m, 3/4 mile):
(Max landing weight must be based on wet
runway requirements: use wet landing data)
- Icy / slush / snow / standing water/
braking action poor:
50 kts
29 kts
28 kts
26 kts
20 kts
20 kts
20 kts
15 kts
15 kts
10 kts
TAILWIND LIMITS:
- Tailwind:
10 kts
- Up to 15 kts, only if specified by Special Landing
Analysis in PERFORMANCE LANDING
AUTOMATIC LANDINGS WIND LIMITS:
Headwind:
Crosswind:
Tailwind:
25 kts
15 kts
10 kts
CABIN PRESSURIZATION:
- T/O / Landing 0.125 PSI
- Climb:
8.6 +/- 0.10
- Normal Ops:
8.6 +/- 0.05
- Manual Control: Do not exceed 8.6 PSI
- Max:
9.10
767
0.75 Qt / hr
1.0 Qt / hr
APU hours:
- Enter info 10 min prior to departure on preflight page
- Pegasus: DLNK / MESSAGES / STATUS / ARM
APU STARTS:
- APU battery: air inlet door, starter motor, control
circuit.
- MAIN Aircraft battery: DC fuel pump in left fuel tank,
APU fuel valve, APU fire protection / detection, control
circuit, 60 second cool down.
APU STARTER DUTY CYCLE during normal
operations, while on the ground or in flight: 3
consecutive starts or attempts within a 60-minute
period.
- Capts Authority for additional unlimited starts during
abnormal or emergency conditions when airborne.
- To cancel an APU shutdown during the 60 second
cool-down period with the RUN light still illuminated go
back to START.
APU: Hard to start above FL 350, try to start in 4,000
ft intervals. Below FL 350 try in 2,000 ft intervals.
- To improve in-flight start reliability, put the APU
Selector knob in the ON position for approximately
60 sec to allow all start logic to complete prior to
selecting the START position for several seconds.
- APU Bleed Air - good up to approx. 17,000 ft
- APU Electrics - good up to max-certified altitudes
- APU on TPS under the A/C column at high altitude
airports indicates that the performance data is based
on Engine Bleeds OFF and the APU running.
- Should normally be started 2 min prior to gate arrival.
APU FIRE PROTECTION 757 / 767: APU will auto
shutdown if on fire while on the ground or in the air.
- 757 will auto shutdown and auto discharge fire agent
if on fire while on the ground, both engines not running.
- 767: APU will auto shutdown but no auto discharge if
on fire while on the ground.
- No 60 second cool-down period if a fire is detected.
- Only one APU fire bottle.
- Discrete APU fire warning light is on the center
instrument panel.
- SYS FAIL light: a failure in the APU fire detection
system.
- APU FAULT light: APU has automatically shut down
APU NOSE GEAR buttons:
--- Red: Push first, closes the APU fuel valve, trips
APU generator off, arms the bottle and silences the
APU fire horn.
--- Black: Discharges APU fire agent bottle.
-- (Intermittent horn during walk around is an APU fire
warning test or actual fire warning)
757
240
220
210
195
190
162
767-200ER
240
220
210
195
190
162
767-300ER
250
230
210
210
180
170
757:
767-200:
767-300:
5/15/20
5/15
5/15/20
LANDING LIGHTS:
- Landing lights on nose gear optimized for approach,
wing root lights optimized for flare and ground roll.
- Turnoff lights installed on nose landing gear (757) /
L/R wing root (767)
PTU:
- 757: Comes on if the Left engine hydraulic pump
pressure is low or the left engine is shut down and the
right engine is running.
- PTU helps with heavy loads on the left hyd. system.
- Provides backup pressure for the HDG on 757 ERs
- Uses trapped L Hydraulic fluid and R Hydraulic
pressure to operate the PTU.
-- If right engine is not running, the PTU will not come
on automatically.
- 767: Comes on if the L + C hydraulic system
pressure is lost, uses right hydraulic fluid via the PTU
- Powers the stab trim for pitch enhancement (control
wheel thumb trim switch) at rate using trapped fluid
from left stab brake assembly.
AIR DEMAND PUMP (ADP) (767):
- ADP helps with heavy loads on center hydraulic
system.
- Supplies backup pressure to HDG on 767 ER.
- Driven by Center Pneumatic system.
- Needs BAT Bus to open control valve.
HYDRAULIC STANDPIPES:
LEFT CENTER
757:
PTU
RAT
RIGHT
RES BRAKES
757:
767:
R
R
L
C
R
C
R
R
767:
RAT
STEERING
RES BRAKES
- 767: ISLN light on back panel = CTR # 1 electric
primary hydraulic pump is isolated for reserve brakes
and steering.
AILERONS:
- 757 only has outboard ailerons.
- 767 has outboard and inboard ailerons.
-- At low speeds the 767 inboard ailerons droop with
flap extension, droop starts at flaps 5.
-- At high speeds outboard 767 ailerons lock out.
AILERON LOCK warning light:
- At low speeds it may mean that the outboard ailerons
might be locked out. At high speed it might mean that
they are not locked out.
USE OF AILERON TRIM with the autopilot engaged
is prohibited.
AUTOPILOT USE:
- After Takeoff Do not engage A/P below 500 ft
AFL.
- On a two engine missed approach / go-around,
autopilot may be re-engaged at any altitude after a
positive rate of climb is established.
-Standardized actions: for normal takeoff the autopilot
may be engaged after the at or above 1,000 AFL
actions, for all engine go around after the 400 feet
actions, for takeoff engine failure after the E/O
altitude actions, for 1 engine go around after the at or
above 1,000 AFL actions (both cases with 1 engine
also require correct rudder pedal or trim input before
engaging AP)
- Landing (other than Autoland): disconnect autopilot
and autothrottles NLT 100 feet above TDZE
- Autopilot trim uses a single stabilizer trim control
module motor, trims at the normal rate.
- On a CAT II / III approach with one autopilot engaged,
arm APP first and then arm the remaining autopilots.
- Amber Autopilot light: Degraded operating condition
exists on the autopilot.
- Green CMD on ADI: autopilot engaged.
- 757: Do not use the autopilot below 100 ft RA at
airport pressure altitudes above 8,400 ft.
AUTOLAND STATUS annunciator windows:
- Upper: LAND 2 / 3 (come on at 1500 feet)
- Lower: NO LAND 3 / NO AUTOLAND
-- Lower window items are continuously monitored
throughout the flight and mean what they say.
AUTOTHROTTLE
- The autothrottle is certified for use during all
phases of flight.
- Autothrottles should be disengaged for landing by
100 feet above TDZE (except for autoland).
- Do not attempt to use or rely on the autothrottles
during single engine operations.
- Make corrections to approach speed for winds when
not landing with autothrottle (true for most approaches)
-No wind correction for autoland approaches.
- Autothrottle use is recommended when hand flying or
flying a coupled approach.
- Autothrottle operation is commanded by the FMC
when in VNAV (use Speed Intervention with flaps).
RUDDER TRIM:
- Numbered write-up if, more than one hour after
takeoff, greater than 1 unit of trim is needed on a 767,
3 or more units on a 757 (Info to maintenance writeup
if more than 1 unit on 757).
- Rudder position is shown on EICAS status page.
RUDDER RATIO LIGHT: Avoid large or abrupt rudder
inputs above 160 kts.
-If normal L Hydraulic system pressure is available,
max X Wind 15 kts because a fault in the rudder ratio
control unit may limit rudder displacement.
- Left rudder actuator receives the rudder ratio inputs.
- Auto Land prohibited.
STABILIZER TRIM INDICATOR:
- OFF flag: Loss of electrical power to the indicator
- White stabilizer trim indicator missing: Loss of input
signal
- STAB TRIM light: One stab trim brake failed to
release, still have full travel but at rate
- Autopilot use is still ok.
- UNSCHEDULED STAB TRIM light:
-- Stab movement sensed without trim signal
-- Direction of autopilot trim opposite to elevator control
input
-- Alternate trim levers used with autopilot engaged.
SPOILERS LIGHT:
- Disagreement between spoiler position and
commanded position or one or more spoiler pairs are
inop.
AUTO SPOILERS:
- Arm on all approaches.
- Call Deployed when deployed after touchdown.
- Call No Spoilers if spoilers do not deploy or fail to
remain deployed.
- Will Deploy on Landing:
-- Hydraulic pressure to both tilt actuators
-- Both truck tilt sensors indicating on the ground
-- If Armed: Both throttles at idle
-- If Not Armed: Both throttles at reverse idle
(single engine: operating throttle at reverse idle)
- Rejected T/O: spoilers should be deployed manually
or will deploy when at reverse idle
-- Call Deployed or No Speedbrakes
FUEL TANK QUANTITIES: (6.7 LB DENSITY)
L/R
CENTER
TOTAL
Most 757
14,546
46,391
75,483
Europe
14,948
47,014
76,910
757s*
767 / 31940,267
55,677
136,211
339
767 / 37140,267
79,730
160,264
399
767 / 34240,267
80,132
160,666
350
*75-EL: ER Pegasus, European Passenger Cabin
FUEL LOADING LIMITS:
- 757: 2,000 lbs may be loaded in center tank with
less than full wing, provided center fuel weight +
act zero fuel weight is within limits.
- 767: 22,050 lbs may be loaded in center tank with
less than full wing tanks. With fuel jettison
operative, a minimum of 10,300 lbs must be in
each wing tank provided center fuel weight + actual
zero fuel weight is within limits. (767: SEL Item 27,
767 center tank UFI is installed on all 767s)
FUEL USAGE: Tank feeding: all center tank fuel
(except ballast) must be consumed before using
main tank fuel (767: SEL Item 27, 767 center tank
UFI is installed on all 767s)
FUEL BOOST PUMP OPERATION: main tank lowpressure lights ON is possible at high pitch attitudes
and low fuel loads.
- When center tank Boost Pump low PRESS light(s)
illuminate, turn corresponding pump(s) off.
-- Intentional dry running of a center tank fuel
pump (CTR L or R FUEL PUMP message on EICAS)
is prohibited.
-- Center Tank Fuel Pump Switches must NOT be
ON unless personnel are available in the flight
deck to monitor Low PRESS Lights.
--Ground Fuel Transfer and De-Fueling procedures
are located in the Systems Section (light test the center
pump pressure lights, monitor the pressure lights,
some restrictions with pax onboard, etc.)
FUEL FOR HOLDING:
-Calculate FOB every 15 minutes when holding.
- 2 engine fuel usage @ max landing wt @ 10,000 ft:
-- 757:
6,760 lbs / hr
-- 767-200 ER:
8,800 lbs / hr
-- 767-300 ER:
9,440 lbs / hr
-- 767-300 ER W: 8,920 lbs / hr
FUEL JETTISON from the Center Fuel tank only:
With SEL 27: approx 1,300 PPM / 60 minutes to empty
a full center fuel tank. (767: SEL Item 27, 767 center
tank UFI is installed on all 767s)
- Jettison Switch - ON
- Nozzle Switches (L & R) - ON
-- FMC recognizes jettisoned fuel, 3 min to update
after fuel dumping is complete, uses totalizer fuel.
- On some 767-300 ERs the electrical power for the aft
cockpit window heat is load shed when jettison is on.
- Advise ATC at start and stop of dumping, do not
dump in circular / holding pattern, try to terminate
dumping at 5,000 ft AGL to minimize environmental
impact
- The FUEL DISAGREE message is not displayed
during jettison.
MIN FUEL OPERATIONS: Open a cross feed valve
during minimum fuel operations.
FUEL: Check that fuel gage shows close to Release
Fuel (plus any ferry fuel) onboard per flight plan. You
can push with less than Release Fuel, do not takeoff
with less than the Min T/O Fuel listed on flight plan or
coordinate with dispatch for a new fuel amount/plan.
10
11
12
REJECTED TAKEOFF
- Announce REJECT
- Captain: Without delay, simultaneously:
- Throttles Idle
- Autothrottles Disengaged (at 80 kts throttles go to
THR HOLD)
- Brakes Verify proper operation of RTO autobrakes.
Apply maximum manual braking if AUTO BRAKES
EICAS message is displayed or autobrake deceleration
is inadequate.
- Speed Brakes Manually deploy speedbrakes
- Reverse Thrust Apply maximum reverse thrust
consistent with conditions, be alert for directional
control problem from asymmetrical reverse thrust.
-- Use symmetrical reverse thrust to the extent
stopping requirements permit.
- Continue maximum braking and reverse thrust until
stopping on runway is assured.
(Stop the Plane, Stop the Problem, Stop (talk to)
the People Remain seated, remain seated or
command evacuation if necessary)
(Engine fire ground, technique: fuel control switch
cutoff, engine fire handle pull, rotate to stop)
- First Officer: Verify all of Captains actions above
and call out any omitted action items.
- Control Column Apply forward pressure
- Speedbrakes Call Deployed or No Speedbrakes
- Reverse Thrust Call out No Reverse L/R Engine
or No Reversers
- Speeds Call out 60 kts
- Communicate Call tower and cabin when practical
- When stopped, perform procedures as required
-- ICAO: Use STOPPING T/O vs. REJECTING T/O
13
14
TURBULENCE PENETRATION:
- Lowest of 290 kts / 0.78 M.
- Below 10,000 ft: 250 kts / clean min maneuvering,
whichever is greater.
- (Engine Start select CONT, Autothrottles-OFF,
Autopilot monitor, Seat Belt sign-ON, Engine Anti IceON, make PA, advise ATC)
- Must be on 40 mile range or less with WX/T selected
on weather radar for possible turbulence depiction
TURBULENCE PA:
- Turbulence in Progress or Imminent / No Warning:
Flight Attendants, be seated immediately
- Limited Warning: Flight Attendants, for your safety,
stow your carts and take your seats.
TURBULENCE REPORTING CODES
Turbulence
Level
No Turbulence or Chop
Occasionally Light
Light
Light Occ. Moderate
Code
Turbulence
Level
Code
TB0
TB1
TB2
TB3
Moderate
Mod. Occ. Severe
Severe
Extreme
TB4
TB5
TB6
TB7
15
16
17
18
RNAV APPROACHES
- RNAV, RNAV (GPS or GNSS) are for 757 / 767
Pegasus FMC equipped aircraft only, not authorized
with both GPS receivers inoperative.
- RNAV (RNP) are not authorized unless specifically
stated in FM Pt II AA 10-7 pages or on Flight Plan Msg
- RNP requires a 0.3 RNP or below (0.15 is the lowest)
- For any RNP, reach up and put 110.45 on both VORs
When manually entered (CDU, Position, Pg 2) RNP will
remain until deleted/modified.
- RNAV approaches that are pilot constructed (built
using the CDU) are not authorized but the HSI MAP
display may be monitored for general orientation as
long as approach is flown using raw data.
- Do not accept radar vectors direct to any waypoint on
an RF (Radius-to-Fix) leg or to intercept an RF leg.
-- If required, use the waypoint that starts the RF arc
and build a point prior to that waypoint. Ex: XXXX/-1.
This way you maintain the integrity of the RF point.
- Autopilot use is mandatory for RNAV RNP approach
below 0.3, recommended to use if at or above 0.3.
- RNP approaches 180 kts maximum on the FAF
segment (from the FAF inbound), however the
requirement to be Gear Flaps 20 at the FAF or Fully
Configured NLT the procedure turn inbound will
also limit your speed).
Technique for vertical path stability, be fully
configured NLT FAF
-- 757 and 767-200 may use Cat. C or D minimums.
REQUIRED EQUIP FOR CAT II / III APPROACHES:
- See Ops Man Vol 1, Approach / Landing Pg 40.6
TRACKING PERFORMANCE FOR CAT II / III:
- Approach Speed:
+10/- 5 kts
- Glide Slope:
+/- dot
- ADI expanded scale of the Loc: +/- dot
- Go-Around if not within these limits below 50 Alert
Height on a Cat III approach/if not stable any approach
AUTOFLIGHT SYSTEM: May be used to fly the
approach for an overweight aircraft.
AUTOLAND:
- Do not Autoland when procedures require other than
flaps 25 or 30.
AUTOLANDINGS: Select 2 or 3 Autopilots on MCP
LMP status:
- LAND 2 (2 autopilots available, DH required)
- LAND 3 (3 Autopilots available, 50 ft AH no call out)
- Requirements for Cat II or Cat III autolands, see the
charts on pages 40.9 and 40.11
757 / 767 STUDY GUIDE REVISION 11-22-2014
FIRST OFFICER
NLT 1,000 ft
Standard Callouts, LOC Capture,
GS Capture, Outer Marker/GS
Crossing alt if published. LAND 2 / 3
NLT 500 feet or possibly call out
NO AUTOLAND ASA annunciation
Before landing
check complete
If Required
Go Around
Go Around
- Go Around
(if visual references not satisfied)
Minimums
Roll Out
19
- Pilot Monitoring:
- Flap configuration changes Verified prior to flap
activation.
- Transition Level
- 11,000 ft MSL (or FL 110 if transition level is at or
below)
- 1,000 ft AFL (no later than 1,000 AFL) PM says
Before Landing checklist complete / verified by PF.
- Go-Around at 1,000 ft AFL in IMC or at 500 ft AFL in
VMC if stabilized approach criteria are not met or
maintained throughout the remainder of the approach.
- If Automatic Callouts are not made they must be
made by the pilot monitoring (e.g., 100 on a Cat III)
- Normal takeoff or engine failure on takeoff: call out
V2 + 20 (this bug is not displayed on Flat Panel).
- For the additional callouts associated with a particular
approach, refer to the Crew Coordination Procedures
for that approach and the foldout charts.
TRACKING PERFORMANCE / DEVIATION CALLOUTS: A call out will be made anytime any
crewmember observes any of the following deviations.
The pilot-flying will acknowledge the deviation and
make an immediate correction:
- AIRSPEED: With landing flaps: At Approach Speed
(VREF + additives) and outside of the parameters:
--- Maximum Approach Speed: + 10 kts.
--- Minimum Approach Speed: - 5 kts.
- GLIDE SLOPE: - greater than 1/2 dot
- LOCALIZER: - greater than 1/2 dot on LOC
Expanded Scale or diamond touches rectangle (Nonexpanded 1/3 dot deviation) on FPDS
- PATH: VNAV Path deviation
- TRACK: lateral track
- VOR: greater than 2 deg displacement on VOR
(1/2 dot in FULL or EXP VOR mode on HSI)
- NDB: greater than 5 deg displacement on NDB
- SINK RATE: If Below: If descent rate exceeds:
2,000 ft
2,000 fpm
1,000 ft
1,000 fpm
-- Sink rate inside FAF:
1,000 fpm
FINAL APPROACH SEGMENT:
- Precision: On the GS (GS intercept) at the start of
the feather or on the GS (GS intercept) inside the
feather (when lower altitude GS intercept authorized by
ATC) weather can go below minimums, still continue
approach. (Review Final App Segment definitions for
other countries, ex: UK is at 1,000 ft AFL).
- Non-ILS: Starts at FAF or where procedure turn
inbound intercepts final approach course if no FAF.
20
21
1600 m = 1 mile
2000 m = 1 miles
2400 m = 1 miles
2800 m = 1 miles
3200 m = 2 miles
3600 m = 2 miles
4000 m = 2 miles
4400 m = 2 miles
4800 m = 3 miles
LMP STATUS
LOWEST APP
AUTOLAND
NO AUTOLAND
LAND 2
LAND 3
CAT I
CAT III
CAT III
NOT AUTH.
AUTHORIZED
AUTHORIZED
Lowest
Reported
RVR
ASA
Annunciation
Autoland
CAT
I
As low as
1800 (550m)
Not
Authorized
CAT
I
As low as
1800 (550m)
CAT
II
As low as
1000 (300m)
CAT
III
CAT
III
As low as
600 (175m)
As low as
300 (75m)
NO
AUTOLAND
(1 Autopilot or
Flight Director)
LAND 2 or
LAND 3
(Autopilot or
Flight Director)
LAND 2 or
LAND 3
(1 Autopilot)
LAND 2
(2 Autopilots)
LAND 3
(3 Autopilots)
Authorized
Required
Required
Required
22
PRM BREAKOUT:
- PF Disconnect Autopilot and comply with instructions
- PM Turn both FD switches off
- PM Turn on his FD switch (in order to make changes)
- PM Set controller-issued altitude and heading in MCP
control windows
- PM Make sure that command bars are correct.
- PM Turn on PFs FD switch
- PF Follow TCAS climb or descend info if given, but
dont fly into the ground.
- You now stay in TA/RA during PRM operations
CONTROLLER PILOT DATA LINK
COMMUNICATIONS (CPDLC): The Aircrew shall
read back via VOICE every ATC clearance for
altitude, heading, speed route and rate of climb
received via CPDLC datalink and shall obtain
confirmation via voice of the correctness of the
clearance from the controlling authority before
executing the clearance.
- Verify altimeter settings obtained via CPDLC prior
to using.
TRANSITION ALTITUDE: When at or below the
transition altitude (or at an altitude on your Jepp Chart)
set the local altimeter.
- TRANSITION LEVEL: When at or above the
transition level (or at a Flight Level on your Jepp Chart)
make sure to set 1013 hp and crosscheck 29.92 mb
- Query ATC if they give you a Flight Level when the
Jepp Chart indicates if should be an altitude.
VOLCANIC ASH:
- Smoke or dust in cockpit, acrid odor similar to
electrical smoke, multiple engine malfunctions, St
Elmos fire / static
- Exit as soon as possible (180 turn)
- Auto Throttle Arm Switch - Off
- Throttles (Both) - Close
- Engine Start Selectors (Both) - FLT
- Recirculation Fan Switches (Both) - ON
- Engine Anti-Ice Switch - ON
- Wing Anti-Ice Switch - ON
- APU Selector (if APU Available) - START
-- Volcanic ash while on the ground:
OPS MAN Vol 1, GEN, Pg 25.1
- Ash must be cleared at least 25 ft from engine inlet.
23
REVISIONS RECORD:
- Please check the AA Pilots website (Kitbag, 757/767)
for the latest manual and FRED revisions.
SUBJECT
ABORTED ENGINE START
AC POWER LOSS RIGHT MAIN AC
AILERON INFO
AILERON TRIM LIMITS
AIR CARRIER CERTIFICATE
AIR CONDITIONING INFO
AIR DATA SYSTEM
AIR DEMAND PUMP (ADP)
AIRSPEED UNRELIABLE
ALTIMETER LIMITS SEA LEVEL
ANTI SKID SYSTEM
APPROACH ALTITUDE SETTINGS
APPROACH BRIEFING
APU FIRE SWITCH
APU FIRE PROTECTION
APU HOURS PEGASUS
APU INFO
APU STARTER DUTY CYCLE
PG
2
7
9
9
23
4
23
8
2
12
8
18
17
5
5
5
5
5
COL
1
3
2
1
3
3
1
1
2
3
3
3
2
3
2
1
2
2
24
22
8
9
6
10
19
9
4
18
9
9
19
7
12
4
9
9
8
8
8
9
8
8
9
9
17
7
2
4
4
19
6
19
19
18
18
19
17
22
15
24
15
12
23
17
12
4
7
20
23
17
20
3
3
1
3
1
1
2
1
2
2
3
1
2
1
2
1
1
2
2
3
1
3
3
1
1
3
2
1
2
2
2
1
3
3
2
2
3
3
1
1
1
1
3
2
2
2
1
3
3
3
2
1
DESCENT SPEEDS
DESTINATION ALT NOT REQUIRED
DESTINATION ALT REQUIRED
DESTINATION ALT WEATHER MINS
DISPATCH REPORTS
DITCHING CREW DUTIES
DUAL ENGINE FAILURE (767+757)
DUAL ENGINE FAILURE AIRSPEEDS
EEC / ELC
EFIS
EGPWS READINGS
EGT LIMITS
EICAS MESSAGE INFO
EMERGENCY BRIEF - TEST
EMERGENCY DESCENTS
EMERGENCY DESCENTS TERRAIN
EMERGENCY EQUIPMENT LOCAT.
EMERGENCY EQUIPMENT INFO
EMERGENCY SQUAWKS
ENG OVHT MESSAGE
ENGINE ANTI-ICE GROUND
ENGINE ANTI-ICE PROCEDURES
ENGINE COOL DOWN LIMITS
ENGINE FAILURE ON FINAL
ENGINE FAILURE ON TAKEOFF
ENGINE FIRE SWITCH
ENGINE FIRE / SEV DAMAGE / SEP
ENGINE IGNITION
ENGINE LIMIT DISPLAY MARKINGS
ENGINE LIMIT / SURGE / STALL
ENGINE PRIMARY INDICATORS
ENGINE START INTERRUPTIONS
ENGINE START LIMITS
ENGINE START TEMP LIMITS
ENGINE STARTER DUTY LIMITS
ENGINE STARTER RE-ENGAGE
ENGINE VIBRATION
ENROUTE ALTERNATE MINS
ENROUTE DESCENTS
EQUIPMENT COOLING LIMITS
EQUIPMENT COOLING OVERHEAT
ETOPS FLIGHTS
ETOPS MAINTENANCE ENTRY
EXTERNAL POWER
FINAL APPROACH SEGMENT
FIRE TEST - LIGHTS
FIRST FLIGHT OF THE DAY ITEMS
FLAPS ALTERNATE FLAPS
FLAPS AUTHORIZED FOR T/O
FLAP 1 SETTINGS
FLAP LOAD RELIEF BLOW UP
FLAP LIMITS
20
21
21
21
23
16
2
2
3
23
16
3
23
3
16
16
16
16
17
4
15
15
12
13
13
5
2
12
3
2
3
12
12
3
12
11
11
21
20
5
5
28
28
7
20
5
24
6
6
6
6
6
1
1
2
2
2
1
2
2
3
1
3
2
3
1
2
2
1
2
2
2
2
3
2
2
2
3
3
3
2
3
2
1
1
2
1
3
3
2
1
1
1
2
3
2
2
3
1
2
2
2
2
2
FLIGHT CONTROLS
FLIGHT DECK DOOR CHECK
FLIGHT PLANS Q AND W
FLIGHT RECORDER
FMC ROUTE ENTRIES
FMC - VERIFY POSITION
FUEL BOOST PUMP LIGHT
FUEL CONFIGURATION LIGHT
FUEL MIN DISPATCH
FUEL FREEZING POINTS
FUEL IMBALANCE
FUEL JETTISON
FUEL LOADING LIMITS
FUEL PLANS
FUEL PUMP CB RESETS
FUEL PUMPS - CENTER TANK
FUEL PUMPS LEFT MAIN
FUEL PUMPS RIGHT CENTER
FUEL SLIP
FUEL TANK - MIN TEMPS
FUEL TANK QUANTITIES
FUEL TANK TEMP READINGS
FUEL USAGE
FWD EQUIPMENT SMOKE LIGHT
G LIMITS
GENERATOR DRIVE LIGHTS
GENERATOR LOSS
GLIDE SPEEDS
GO-AROUND MANDATORY
GO-AROUND ON THE RUNWAY
GO-AROUND ONE ENGINE
GO-AROUND TWO ENGINE
GPWS ALERTS
GROUND EVACUATION DUTIES
GROUND HANDLING BUS
GROUND SERVICE BUS
HAZMAT
HF RADIO NO-NO FREQUENCIES
HIGH ENERGY (H/E) BATT. FIRE
HOLD AVAILABLE TIME
HOLDING FIX ETA PAGE
HOLDING FUEL
HOLDING SPEEDS
HYDRAULIC DRIVEN GENERATOR
HYDRAULIC HEAT EXCHANGERS
HYDRAULIC LIMITS
HYDRAULIC PUMP RIGHT ELEC
HYDRAULIC STANDPIPES
HYDRAULIC WARNING LIGHTS
ICING CONDITIONS
IMPROVED PERFORMANCE
INSTRUMENT APP. EQUIPMENT
6
24
24
24
24
22
10
10
11
10
10
10
10
11
11
10
11
11
10
10
10
10
10
6
4
7
7
2
14
14
13
14
14
15
7
7
6
23
5
18
18
10
17
7
8
8
8
8
8
15
18
18
3
1
1
2
2
1
3
2
1
2
2
3
1
1
1
2
1
1
3
2
1
2
1
1
1
3
3
3
1
1
3
1
3
3
2
2
1
3
3
1
1
3
3
3
1
1
2
1
1
2
2
3
25
22
7
23
23
11
11
11
11
11
24
21
11
7
21
7
6
22
11
11
4
3
23
14
10
23
21
28
16
16
17
23
28
27
24
21
20
28
7
17
5
5
5
5
13
13
13
12
4
11
14
11
11
1
3
3
3
1
2
1
1
1
1
3
3
1
1
2
1
3
2
2
1
3
3
3
3
3
1
1
3
3
1
3
1
1
1
2
3
1
1
1
1
1
1
1
3
3
3
2
3
3
2
3
3
12
12
22
21
6
4
4
23
24
23
8
17
8
8
4
28
13
12
12
13
7
23
3
19
22
22
22
9
9
3
21
3
21
22
28
23
16
15
6
7
6
9
24
6
14
9
11
9
7
20
22
18
1
1
3
3
3
3
3
3
1
2
1
2
2
2
3
1
1
3
3
1
3
1
3
1
1
1
1
3
3
1
3
1
1
2
1
3
1
1
3
1
3
3
1
3
2
3
3
1
2
1
1
1
STAR ARRIVALS
STATIC WICKS
STERILE COCKPIT
TAKEOFF ALTERNATE MAX DIST
TAKEOFF ALTERNATE REQUIRED
TAKEOFF ALTERNATE ROUTING
TAKEOFF ALTERNATE WEATHER
TAKEOFF CONFIG WARNING
TAKEOFF LEGALITY CHART
TAKEOFF NOT AUTHORIZED
TAXI RPM LIMITS
TCAS RA ADVISORY
TCAS SYMBOLS
TERRAIN SWITCH TO OVRD
TIMED APPROACHES
TIRE PRESSURES
TOUCHDOWN POINT
TOUCHDOWN ZONE
TOWER LIGHTING
TRACKING PERFORMANCE CAT II/III
TRACKING PERFORMANCE NON ILS
TRANSITION ALT / LEVEL
TRANSMISSOMETERS / APPROACH
TRANSMISSOMETERS / TAKEOFF
TRR COLUMN
TURBULENCE PA
TURBULENCE PENETRATION
TURBULENCE REPORTING CODES
TURNING RADIUS
TWO ENGINE T/O PROFILE
TWO ENGINE GO-AROUND
UNPRESSURIZED FLIGHT
VERTICAL TRACK INDICATOR
VFR CLOUD CLEARANCES
VISUAL REFERENCES (DH)
VISUAL REFERENCES (MDA)
VNAV PATH NON-ILS APPROACH
VOLCANIC ASH
VOR APPROACH LIMITS
WATRS AIRSPACE
WEATHER RADAR
WEIGHT LIMITS
WHEEL WELL FIRE
WIND LIMITS
WINDS ALOFT UPDATE TIMES
WINDSHEAR / MICROBURST
WINDSHEAR WARNING ALTITUDE
WING ANTI-ICE
WINGLETS 757
WINGLETS 767
WINGSPAN
YAW DAMPERS
21
24
4
21
21
21
21
11
18
15
3
23
23
17
20
7
14
14
21
19
20
23
23
23
17
15
15
15
3
14
14
4
20
21
21
21
20
23
20
28
15
3
7
4
4
14
14
15
24
24
3
7
3
1
1
1
1
1
2
2
1
1
3
1
1
1
1
1
2
2
3
1
2
2
3
3
2
1
1
1
1
1
1
2
1
2
1
1
3
2
3
1
1
1
1
1
1
2
3
3
1
1
1
1
26
Transponder to 7700
- Dump Fuel?
-- MAYDAY / PAN x 3,
- AA_____, B-757 / 767,
- Position ____N, ____W
(or position on Track ____),
- Departing to the (North / South) of track to
offset track, heading (East / West),
- At FL ___ (descending to FL ___),
- Diverting to _____.
- Declaring an emergency due to ____
PILOT MONITORING:
- Accomplish appropriate checklist
- Call additional crewmember(s) back to cockpit
-- FB / FC Duties?
- Brief flight attendants (TEST)
27
RVSM INFORMATION:
RNAV ROUTES: Denoted As T Routes.
MNPS: X on top of FLT plan = plane is
certified for MNPS airspace (28,500 42,000 ft).
WATRS Airspace: You can only deviate 1
OR 2 miles RIGHT of course for wake
turbulence. Same weather deviations
restrictions as RVSM airspace. Use LNAV
for offset.
NAT TRACK: (OM Vol 1 Systems, Pg 38.6)
- Eastbound: must be at 30 W by 0800 Z
- Westbound: must be at 30 W by 1800 Z
- Compare track message with oceanic
portion of the body of the flight plan
- When comparing FMC waypoints, read
from screen and compare to body of flight
plan.
- Squawk 2000 30 min past track entry.
Squawk 2100 prior to entering Bermuda
TMA.
- Do not enter Shanwick OCA without a
clearance.
- Update time if 3 min or more off waypoint
estimate.
- Allowed to deviate only RIGHT of
centerline for 1 NM OR 2 NM (not to exceed
2 NM) for wake turbulence (use FMC offset,
not heading). Must return to centerline by
oceanic exit point.
- If flying above 66N supplemental oxygen
required. Be sure to brief Flight Attendants
- Be careful of minimum fuel temperature
limits
- If on Random Route, weather reports no
longer mandatory
- Notify dispatch if track is changed (+/4,000 ft or 100 NM) from flight plan (FM Pt 1,
Sec 11, Page 11.1-2)
28
ORIENTATION CHARTS
Our laminated 8 1/2" x 11" color-coded Orientation Charts incorporate Ops Spec airport/aircraft information, one
runway length/approaches, approved medical airports and low altitude airway radial information for use around
mountainous terrain areas in South America along with emergency divert authorized airports.
Each laminated chart is printed back-to-back using the following pairings:
- Atlantic / Europe
- Canada / North Pacific
- South America 1 / 2
- Far East 1 / 2
- Mexico / Caribbean
Please check the Drop Box file for the most current Orientation Chart dates.
One chart: $5.95. Two charts: $10.95. Three charts: $14.95.
If ordering more than three charts: Each additional chart: $4.00
Charts are also available in PDF format, $4.00 per chart pairing as listed above.
To order please send a check to NCIS Products, 121 Golden Isles Drive, #1107 Hallandale Beach, FL 33009, or you
can pay via PayPal by logging into your PayPal account and making a payment transfer to our PayPal account, which
is: NCISProducts@gmail.com Please specify which Orientation Chart combination you would like and what name,
base and employee number you would like in the yellow box that will be placed on each chart.
Each chart is personalized with
your name, employee number
and base. Please provide this
information when ordering.
IF FOUND PLEASE RETURN TO:
[NAME]
[EMPLOYEE NUMBER] / [BASE]
THANK YOU!
Atlantic / Europe
South America 1 / 2
Caribbean / Mexico
29