Level-D Simulations: 767-300 Operating Manual

Level-D Simulations 767-300 1
TITLE PAGE
LEVEL-D
SIMULATIONS
767-300
OPERATING MANUAL
FOR FLIGHT SIMULATOR USE ONLY.

NOT FOR USE IN REAL AVIATION
TABLE OF CONTENTS
USING THIS MANUAL ............................................................................................... 7
INTRODUCTION AND OVERVIEW ................................................................................. 8
Cockpit Panels (2D) ............................................................................................8

Virtual Panel (3D) ..............................................................................................9
Level-D Menu ...................................................................................................9
Cabin Call Controls........................................................................................... 15
Aircraft and Panel Lighting Controls ...................................................................... 16
Aircraft Model Features ..................................................................................... 17
Ram Air Turbine (RAT)................................................................................... 17
APU Inlet Door ............................................................................................ 17
Aileron Droop ............................................................................................. 17
AUTOFLIGHT SYSTEM .............................................................................................18
Flight Control Computers (FCC)............................................................................ 18

Autopilot Flight Director System (AFDS).................................................................. 18
Autopilot (CMD) .............................................................................................. 18
Autothrottle System (A/T).................................................................................. 19
AFDS Lateral Modes (HDG HOLD, HDG SEL, LNAV, LOC, BCRS, APP) ................................. 19
AFDS Vertical Modes (FL CH, VNAV, VERT SPD, APP) ................................................... 20
Altitude Hold Mode (ALT HOLD) ........................................................................... 21
Automatic Landing (Autoland) ............................................................................. 21
Go-Around Mode (GA) ....................................................................................... 22
AFDS MODE CONTROL PANEL (MCP) ........................................................................ 23
FLIGHT DIRECTOR SWITCH.................................................................................... 23
AUTOTHROTTLE CONTROLS ................................................................................... 24
LATERAL MODE CONTROL .................................................................................... 25
VERTICAL MODE CONTROL ................................................................................... 27
ALTITUDE TARGET (MCP ALT WINDOW) CONTROL........................................................... 28
AUTOPILOT ENGAGEMENT (CMD) CONTROL .................................................................. 29
AUTOLAND STATUS ANNUNCIATOR ............................................................................ 30
ELECTRICAL SYSTEM ..............................................................................................31
Battery Power ................................................................................................ 31

Auxiliary Power Unit (APU) ................................................................................. 31
External Power ............................................................................................... 32
Engine Generators ........................................................................................... 32
Power Distribution ........................................................................................... 32
Main AC Buses................................................................................................. 33
Utility Buses................................................................................................... 33
BATTERY AND STANDBY BUS CONTROLS ...................................................................... 34
ELECTRICAL SYSTEM CONTROLS .............................................................................. 35
APU CONTROLS .............................................................................................. 36
Electrical System Normal Procedures ..................................................................... 37
ENGINES AND ENGINE INDICATING (EICAS) ...................................................................38
Engine Controls ............................................................................................... 38

Engine Electronic Control (EEC) ........................................................................... 38
Engine Indicating and Crew Alert System (EICAS)....................................................... 38
Standby Engine Display...................................................................................... 38
Engine Fuel Control .......................................................................................... 39
Engine Start Panel ........................................................................................... 39
Engine Starting ............................................................................................... 39
Thrust Management (TRP) .................................................................................. 39
ENGINE START CONTROLS .................................................................................... 41
ENGINE FUEL CONTROL ...................................................................................... 42

TABLE OF CONTENTS
ENGINE ELECTRONIC CONTROL (EEC) SWITCHES ............................................................. 42
EICAS UPPER DISPLAY ....................................................................................... 43
EICAS LOWER DISPLAY....................................................................................... 44
STANDBY ENGINE DISPLAY .................................................................................... 45
THRUST RATING PANEL (TRP) CONTROLS .................................................................... 45
Powerplant Normal Procedures ............................................................................ 46
FIRE DETECTION AND PROTECTION ............................................................................47
Engine Fire and Overheat ................................................................................... 47

APU Fire ....................................................................................................... 47
Wheel Well Fire .............................................................................................. 48
Cargo Fire ..................................................................................................... 48
ENGINE FIRE PROTECTION CONTROLS......................................................................... 49
APU FIRE CONTROLS ......................................................................................... 49
CARGO FIRE CONTROLS ...................................................................................... 50
FIRE SYSTEM TEST BUTTONS ................................................................................. 50
FLIGHT CONTROLS ................................................................................................51
Primary Flight Controls...................................................................................... 51

Secondary Flight Controls................................................................................... 51
AILERON and RUDDER TRIM ............................................................................. 52
FLAP CONTROLS AND INDICATORS............................................................................. 53
STABILIZER TRIM CONTROLS AND INDICATORS ................................................................. 54
FLIGHT CONTROL INDICATORS ................................................................................ 55
AILERON AND RUDDER TRIM CONTROLS ....................................................................... 55
Flight Controls Normal Procedures ........................................................................ 56
FLIGHT INSTRUMENTS ............................................................................................57
Electronic Flight Instrument System (EFIS) .............................................................. 57

Electronic Attitude Direction Indicator (EADI) .......................................................... 57
Electronic Horizontal Situation Indicator (EHSI) ........................................................ 57
Standard Flight Instruments ................................................................................ 58
EADI DISPLAY SUMMARY ..................................................................................... 59
EHSI CONTROL PANEL ....................................................................................... 62
EHSI MAP DISPLAY SUMMARY ................................................................................ 63
EHSI VOR DISPLAY SUMMARY ................................................................................ 64
EHSI ILS DISPLAY SUMMARY ................................................................................. 64
AIRSPEED INDICATOR ......................................................................................... 65
RDMI DISPLAY ............................................................................................... 66
ALTIMETER DISPLAY .......................................................................................... 66
CLOCK DISPLAY .............................................................................................. 67
INSTRUMENT SOURCE SELECT CONTROLS ..................................................................... 68
FLIGHT MANAGEMENT SYSTEM (FMS)..........................................................................69
Control Display Unit (CDU) ................................................................................. 69

CDU Display and Control .................................................................................... 70
Keyboard Assist Mode........................................................................................ 71
Function Keys Overview..................................................................................... 71
Initialization/Reference Index Page (INIT/REF INDEX) ................................................. 72
Identification Page (IDENT)................................................................................. 73
Position Initialization Page (POS INIT) .................................................................... 73
Position Reference Pages (POS REF) ...................................................................... 75
Performance Initialization Page (PERF INIT)............................................................. 76
Takeoff Reference Page (TAKEOFF REF) ................................................................. 77
Approach Reference Page (APPROACH REF) ............................................................. 79
Route Page (RTE)............................................................................................. 80
Valid Waypoint Types........................................................................................ 82

TABLE OF CONTENTS
Departure and Arrival Page (DEP ARR).................................................................... 83
DEP/ARR INDEX Page .................................................................................... 83
DEPARTURES Page........................................................................................ 84
ARRIVALS Page ............................................................................................ 85
Route Discontinuity .......................................................................................... 86
LEGS Page (LEGS) ............................................................................................ 87
LEGS Page Waypoint Management (LNAV) ............................................................... 89
Direct to Waypoint ....................................................................................... 89
Clearing a Route Discontinuity ......................................................................... 90
Abeam Points (ABEAM PTS) ............................................................................. 91
Route Copy (RTE COPY) ................................................................................. 92
Intercept Course To...................................................................................... 93
Waypoint Deletion ....................................................................................... 94
Waypoint Addition ....................................................................................... 95
Route Data Page (RTE DATA) ............................................................................... 95
Progress Page (PROG) ....................................................................................... 96
Progress Page 1 ........................................................................................... 96
Progress Page 2 ........................................................................................... 97
FIX Page (FIX) ................................................................................................. 97
HOLD Page (HOLD) ........................................................................................... 99
Defining the holding pattern ........................................................................... 99
Exiting or deleting a holding pattern ................................................................101
Navigation Radio (NAV RAD) Page ........................................................................101
Vertical Navigation (VNAV) ................................................................................102
VNAV Climb...............................................................................................102
VNAV Cruise ..............................................................................................103
VNAV DESCENT...........................................................................................103
VNAV Pages (CLB, CRZ, DES) ..............................................................................104
VNAV CLB Page ..........................................................................................104
VNAV CRZ Page ..........................................................................................106
VNAV DES Page ..........................................................................................107
Saving FMC Route DATA (RTE, SID, STAR, APP).........................................................110
FMC Database Programming Examples...................................................................115
SID Programming Example .............................................................................115
STAR Programming Example...........................................................................116
Approach Programming Example .....................................................................117
Conditional Waypoint Programming......................................................................119
Heading to Altitude .....................................................................................119
Heading to Radial Crossing ............................................................................120
Heading To Distance ....................................................................................121
Vectors ....................................................................................................122
Radial Intercept .........................................................................................123
FUEL SYSTEM..................................................................................................... 124
Main Wing Tanks.............................................................................................124

Center Tanks.................................................................................................124
Fuel Quantity and Distribution ............................................................................125
Fuel Crossfeed ...............................................................................................125
Fuel Dumping ................................................................................................125
FUEL PANEL CONTROLS .....................................................................................126
FUEL QUANTITY GAUGE .....................................................................................127
FUEL JETTISON CONTROLS ..................................................................................128
Fuel Jettison Operation ................................................................................128
Fuel System Normal Procedures ..........................................................................129
HYDRAULIC SYSTEM............................................................................................. 130
Left and Right Hydraulic Systems.........................................................................130

Center Hydraulic System...................................................................................130

TABLE OF CONTENTS
Ram Air Turbine .............................................................................................131
Reserve Brakes and Steering ..............................................................................131
HYDRAULIC SYSTEM CONTROLS ..............................................................................132
RESERVE BRAKES AND STEERING CONTROL ...................................................................133
RAM AIR TURBINE CONTROL .................................................................................133
HYDRAULIC EICAS INDICATIONS .............................................................................133
Hydraulic System Normal Procedures ....................................................................134
ICE AND RAIN PROTECTION .................................................................................... 135
Engine Anti-Ice ..............................................................................................135

Wing Anti-Ice ................................................................................................135
Window Heat.................................................................................................135
Windshield Wipers ..........................................................................................135
ENGINE AND WING ANTI-ICE CONTROLS .....................................................................136
WINDOW HEAT CONTROLS ..................................................................................136
WINDSHIELD WIPER CONTROL ...............................................................................136
Ice Protection Normal Procedures........................................................................137
INERTIAL REFERENCE SYSTEM (IRS).......................................................................... 138
IRU Alignment................................................................................................138
IRU Quick Alignment ........................................................................................138
IRU Electrical Power ........................................................................................138
Loss of IRU Alignment ......................................................................................138
IRU Failure ...................................................................................................138
INERTIAL REFERENCE SYSTEM CONTROLS ....................................................................139
IRS Normal Procedures .....................................................................................141
LANDING GEAR AND BRAKES .................................................................................. 142
LANDING GEAR CONTROLS AND INDICATORS .................................................................143

ALTERNATE GEAR EXTENSION AND GPWS OVERRIDE CONTROLS .............................................144
AUTOBRAKE CONTROLS ......................................................................................145
RESERVE BRAKES ............................................................................................145
Landing Gear and Brakes Normal Procedures...........................................................146
PNEUMATIC SYSTEM............................................................................................. 147
Engine Bleeds ................................................................................................147

APU Bleed ....................................................................................................147
External Air Source .........................................................................................147
Pneumatic Distribution.....................................................................................148
Air Conditioning System ....................................................................................148
Pressurization System ......................................................................................149
Equipment Cooling ..........................................................................................149
PNEUMATIC SYSTEM CONTROLS ..............................................................................150
AIR CONDITIONING CONTROLS ...............................................................................151
PRESSURIZATION CONTROLS .................................................................................152
PRESSURIZATION INDICATORS ................................................................................153
EQUIPMENT COOLING CONTROLS ............................................................................153
CARGO HEAT CONTROLS ....................................................................................153
Pneumatics Normal Procedures ...........................................................................154
RADIOS AND COMMUNICATION ................................................................................ 155
VOR Receivers ...............................................................................................155

ILS Receiver ..................................................................................................155
ADF Receiver.................................................................................................155
VHF Radios ...................................................................................................155
HF Radios .....................................................................................................155

TABLE OF CONTENTS
Audio Control Panel.........................................................................................155
Cabin Communications Panel .............................................................................156
VOR RECEIVER CONTROLS ..................................................................................156
ILS RECEIVER CONTROLS ....................................................................................156
ADF RECEIVER CONTROLS ...................................................................................156
VHF RADIO CONTROLS ......................................................................................157
HF RADIO CONTROLS .......................................................................................157
AUDIO CONTROL PANEL CONTROLS ..........................................................................157
CABIN COMMUNICATIONS PANEL .............................................................................158
WARNING SYSTEMS .............................................................................................. 159
Crew Alerting System (CAS) ...............................................................................159

Ground Proximity Warning System (GPWS) .............................................................159
Traffic Alert and Collision Avoidance System (TCAS)..................................................160
CAS EICAS MESSAGE CONTROL .............................................................................161
WARNING AND CAUTION ANNUNCIATORS (MAIN PANEL) ......................................................162
TRANSPONDER TCAS CONTROL .............................................................................163
TCAS DISPLAY ..............................................................................................164
CAS Message Index ..........................................................................................165
WARNINGS ................................................................................................165
CAUTIONS.................................................................................................165
STATUS MESSAGES.......................................................................................167
NORMAL PROCEDURES AND CHECKLIST ..................................................................... 168
Cockpit Preparation ........................................................................................168

Before Starting Engines ....................................................................................170
Starting Engines .............................................................................................170
After Starting Engines ......................................................................................171
Before Takeoff...............................................................................................171
Takeoff .......................................................................................................171
Climb and Cruise ............................................................................................172
Descent .......................................................................................................172
Landing .......................................................................................................172
After Landing ................................................................................................173
Shutdown .....................................................................................................173
Complete Shutdown ........................................................................................173

USING THIS MANUAL
USING THIS MANUAL

The following chapters explain each aircraft system in detail. The final chapter outlines
normal procedures to follow when flying the 767 in FS2004. The chapters are arranged in
alphabetical order for easy reference via the Table of Contents. This is not the recommended
order of study. To properly prepare for flying the 767, the following chapters are
recommended for initial study:
Introduction and Overview

Inertial Reference System (IRS)
Automatic Flight Director System (AFDS)
Flight Instruments
Radios and Communications
Flight Management Computer (FMC)
Normal Procedures
These chapters provide a solid foundation for the proper operation of the 767 in FS2004.
Subsequent chapter study can proceed in any order desired.
Each system chapter is organized into three sections. The first part of each section explains
the system in detail. The second part explains all panel controls associated with the system.
The final part highlights normal procedures associated with the system. The highlighted
procedures in each section are provided for study purposes and are not intended to be used as
a checklist.
A quick read through 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. This is
particularly helpful when learning checklists and procedures. Although it is recommended that
each system be thoroughly understood, it is not an absolute requirement if the normal
checklists are followed. The only exception to this is the AFDS and FMC sections. Those should
be read and understood completely.

INTRODUCTION and OVERVIEW

Thank you for purchasing the Level-D Simulations 767-300 package. This manual is intended to
familiarize you with the operation of the aircraft’s panel and systems. The panel is a complete
reproduction of the 767-300 cockpit in both the traditional (2D) multi-panel environment, as
well as a fully functional virtual (3D) cockpit. The included aircraft comes in a variety of
aircraft liveries that can be customized using the Text-o-matic utility provided by Flight One.
Selection of one of the included aircraft via the normal FS2004 simulator menu loads both the
aircraft and the panels.
This section of the manual outlines the panel layout and menu controls. A “Level-D” menu is
available within the FS2004 menu bar for the selection of available custom features. This
menu is described in detail within this section. The remaining sections of this manual explain
the aircraft systems and controls.
The panel is initially loaded in a “ready-to-fly” state. All systems are set correctly for normal
flight operations. The aircraft can be flown manually using all normal simulator controls
available in FS2004. To use the automatic pilot and navigation capabilities of the aircraft, it is
recommended that the AFDS and FMC sections of this manual be reviewed thoroughly.
Cockpit Panels (2D)

The aircraft initially loads with the 2D cockpit presented. This is a multi-panel environment
where different views are attained by switching the visible panels on and off. These views can
be controlled via the FS2004 menu, control buttons on the main panel, or by using keyboard
keystroke combinations. The following panel views are available:
Panel Type Panel Contents Display Control

Captain visible overhead Left side main cockpit window <shift><1>
posts and light switches.
Captain main panel Left side main cockpit <shift><2>, or
instrument display. “Capt” button.
F/O visible overhead Right side main cockpit window <shift><3>
posts and light switches.
F/O main panel Right side main cockpit <shift><4>, or
instrument display. “F/O” button.
Overhead systems panel Complete overhead panel. <shift><5>, or
“OVHD” button.
Pedestal controls Throttle quadrant, fire controls, <shift><6>, or
and radios. “PDST” button.
FMC CDU FMC control display unit. <shift><7>, or
“FMC” button.
AFDS MCP Windowed version of the <shift><8>, or
autopilot control panel. “MCP” button.
Standby instruments Standby attitude, altimeter, and <shift><9>
airspeed gauge display.
Control buttons are provided on the main panel to toggle the display of available cockpit
panels.
1- Overhead panel.
2- Pedestal panel.
3- FMC control data unit panel.
4- Toggle between the Captain and F/O panel displays.
5- AFDS mode control panel display.

The Captains main panel and visible overhead are the only panels visible when the cockpit is
initially loaded. The other panels must be selected manually. It is recommended that if the
F/O panel is to be used during the flight, select the F/O panel by pressing the “F/O” button on
the main panel prior to displaying any other panel window. This action overcomes the
simulator display limitation where panels are improperly overlapped based on their order of
selection. Once the F/O panel has been displayed, all subsequent panel windows will open on
top of the Captain and F/O panel.
Virtual Panel (3D)

The virtual cockpit display is available using the normal VIEWS sub-menu on the FS2004 menu
bar. It can also be displayed by using the keyboard controls <s> and <shift><s>. All controls
found on the main (2D) panels are available within the virtual cockpit. Any switch actuated in
the virtual cockpit is also actuated on the 2D panels, and vice-versa.
The FMC cannot be controlled from the FMC displays within the virtual cockpit. To operate the
FMC, the normal 2D window must be displayed. Mouse clicking on the FMC within the virtual
cockpit causes the 2D FMC CDU to display in a separate window. This window may also be
displayed using the <shift><7> keyboard combination. Changes to the FMC are made from
within the windowed FMC CDU while operating in the virtual cockpit.
Click spot areas are available from within the virtual cockpit to display 2D system panels.
Clicking on the glare shield just above the EADI displays the AFDS MCP 2D panel. Clicking on
the white area just above the main window (to the left and right of the overhead) displays the
2D overhead panel controls. And as previously mentioned, pressing on the FMC within the
virtual cockpit displays the 2D FMC CDU panel. These panels are helpful for those that use
multi-monitor setups and for quick selection of an aircraft system without changing the virtual
cockpit point of view.
Level-D Menu
The Level-D menu is available via the FS2004 menu bar along the top of the simulator window.
This menu is used for the selection of panel options, failures, settings and ground requests.
The first four selections listed have sub-menu’s. These submenu’s are explained in further
detail below. Selection of “Quick tips …” displays the quick tip dialogue box seen when the
panel is first loaded. Selection of “Visit Level-D Simulations website” opens up the default
internet browser and automatically displays the Level-D website. Selection of “About Level-D
Simulations” displays the credit roll call for the 767-300 package.

1- Panel: Permits the import and export of panel settings to and from saved flights. All flights
saved via the FS2004 “Save Flight” menu have the 767 panel settings at the time of saving
stored in a file along with the default simulator settings. These 767 specific panel settings may
be imported and exported using this menu option.
Import panel data from a flight… - Select this option to import 767 panel settings from a
previously saved flight into the current simulator session.
Export current panel data to a flight… - Select this option to export the current 767 panel
settings to a previously saved flight. All 767 specific data for the saved flight is over-
written with new data from the existing simulator session.
Both of these options use the same selection boxes that list the saved 767 flights that are
available for import/export. Simply select the desired flight and then follow the directions in
the dialogue boxes to perform the selected operation.
2- Failures: Allows for the setting and resetting of 767 system failures.
Define… - Displays a submenu for the definition of 767 system failures.
Use the radio buttons to make either “Random Failures” or “Count Down Failures” the
active dialogue box. Select the type of failure and the failure rate using the menu items
contained within each box. For random failures, use the slider bar to select the types of
failures within each system that are available to the random failure generator. The rate of
random failures is set using the Mean Rate dialogue boxes. For the countdown failures,
select the type of failure using the pull down menu, then select the countdown time using
the dialogue boxes next to the failure type.
Repair… - Select this item to repair all active and pending failures. This action restores
the failure menu so that all failures are available once again for selection.
Reset timer… - Select this item to reset the timer for a countdown failure.

3- Setting: Presents a sub-menu of options available for the 767 panel.
Custom controls… - Presents a sub-menu that displays the custom keyboard and joystick
assignments specific to the 767 panel. These custom assignments are in addition to the
default FS2004 keyboard and joystick commands which are not changed using this menu.
Use the “Event category” pull down menu to filter the display of keyboard assignments to a
specific category. The custom control assignments for the displayed category may be
printed using the “Print selected category” button.
To change a default assignment, highlight the desired panel function and press the “Change
assignment” button. Follow the on-screen instructions to make the changes. Use the
“Delete key assignment” button to delete a custom control assignment. Use the “Reset
defaults” button to reset the custom controls to the default assignments. This action
deletes all user defined assignments.
Realism & carrier options… - Presents a sub-menu for the selection of systems options.
Carrier options:
Standard-style EADI or Speed tape EADI – Drop down menu for the selection of two
different EADI presentation styles. The standard style EADI displays a fast/slow gauge
along the left side of the display. The speed tape EADI presents a speed tape in place
of the fast/slow gauge, along with a reformatting of the AFDS mode Annunciators.
Dual cue Flight Director or Single cue Flight Director – Toggles the presentation of the
flight director between the single cue (bat wing) and the double cue (crosshair) format.
Climb Thrust Derate Washout (None, 12000, 30000) – Sets the Thrust Rating Panel
derate climb power removal altitude.
None= Derate climb is never reduced.

12000= Derate climb power is removed above 12000 feet.
30000= Derate climb power is removed above 30000 feet.

AFDS automatic multi-channel – When checked, the AFDS automatically engages for an
autoland without pilot action. When un-checked, the autopilot channels must be
manually selected by the pilot to engage the AFDS for an autoland.
GPWS altitude callouts - When checked, altitude callouts are automatically generated
based on Radio Altitude during the descent for landing. When un-checked, no altitude
callouts are made.
EADI Displays A/T flag – When checked, the EADI annunciates “A/T” when the
autothrottle is engaged. When unchecked, “A/T” is not annunciated on the EADI at
any time.
Airspeed BUGS option - Speed bugs can be set automatically using a hidden mouse
click area in the lower left corner of the airspeed gauge. The speed bugs are set
according to the following schedule when the mouse area is clicked:
On the ground (for Takeoff):

Checked: V1, VR, V2 (MCP bug), Vref30+40, Vref30+80.
Un-Checked: V1, V2 (MCP bug), Vref30+20, Vref30+40, Vref30+60, Vref30+80.
In flight (for Landing):
Checked: Vref30, Vref30+40 Vref30+80.
Un-Checked: Vref30, Vref30+20, Vref30+40, Vref30+60, 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 FS2004 menu. When
unchecked, the carrier options are not changed when loading saved flights.
Realism: Each explanation is for the checked condition. The unchecked condition is the
opposite unless otherwise noted.
Battery discharge – Battery discharge can drain the battery dead.
Electric load shedding - Realistic electrical load shedding occurs.
Engines damage - The engines are subject to damage when operated abnormally.
Realistic fuel feed - Engine fuel feed requires correct fuel panel configuration. Above
18,000 feet, engine restart is not possible without fuel pumps. Also, engine flameout is
possible above 18,000 feet with the fuel pumps turned off.
Automatic door opening - Cabin and cargo doors open and close automatically.
IRS position drift - IRS positions are subject to drifting error.
IRS needs position entry - IRS coordinates must be entered during alignment.
IRS real align duration - IRS position alignment takes 10 minutes (unchecked = 2 min).
Autoland restrictions - The autoland system is subject to systems limitations (see AFDS
section). When unchecked, an autoland can be performed at any time.
Failures repaired by ground crew - Failures are automatically fixed upon shutdown.
FMC tunes ILS - When a landing runway is selected in the FMC, the ILS frequency is
automatically tuned into the ILS receiver.
Load realism options with flights – Check this box to cause realism options to be loaded
unchecked, the realism options are not changed when loading saved flights.

Preferences – Presents a sub-menu for the selection of panel preferences.
Load preferences with flights – Check this box to cause preference options to be loaded
unchecked, the preference options are not changed when loading saved flights.
A/T inhibits manual throttle - Check this box if the joystick throttle is interfering with
the autothrottle settings. Joystick interference can be seen as random throttle
changes not appropriate for the phase of flight.
LEVEL-D Menu - Select the radio button next to the preferred choice for the display of
the “Level-D” menu item in the FS2004 menu bar.
Level-D Panel - Controls the status and volume for sound events specific to the 767
panel. When checked, 767 panel sounds are played at the level selected on the slider
bar. When unchecked, the respective 767 panel sounds are not played. This option
has no affect on the FS2004 default sound configuration.
First Officer - Controls the status of the “virtual F/O”. The virtual F/O provides
automatic callouts and performs the selected tasks.
F/O Active – Turns on the virtual F/O to make automatic callouts and
perform the selected tasks. Use the voice drop down menu to
select the desired voice for the F/O callouts.
F/O handles gear - When checked, the virtual F/O automatically raises and
lowers the landing gear.
F/O handles flaps - When checked, the virtual F/O automatically raises and
lowers the flaps at the appropriate minimum flap speeds.
F/O resets MCP Alt - When checked, the virtual F/O automatically sets the MCP
altitude.
Crew Voices - Drop down menus for the selection of different crew voices.

4- Ground requests: Use this menu on the ground to handle requests for items that occur
outside of the aircraft. The first 5 items listed (shown darker) are also available via the call
panel on the overhead.
Connect ground Interphone - Requests that the ground crew connect or disconnect the
interphone. The text changes to indicate the status of the ground connection.
External Air source connection - Requests that the ground crew connect or disconnect the
external air. The text changes to indicate the status of the external air.
Power connection - Requests that the ground crew connect or disconnect the external
power source. External power is indicated on the overhead electrical panel by the AVAIL
light in the EXT PWR switch.
Pushback… - Presents a sub-menu for pushback control.
Select the distance for the pushback using the dialogue box. Use the slider bar to specify if
a turn should be performed during the pushback. Check the “Push and Start” box to
indicate that an engine start will be performed during pushback. Check the “Disconnect
interphone” box to have the ground crew automatically disconnect the interphone after
pushback.
Repair failures - Initiates a request that the ground crew repair all failures. This function
is the same as the repair selection found in the “Failures” menu, except that the request is
verbally played as a cockpit to ground interaction.
Restow Ram Air Turbine - Restows the RAT if deployed.
Restow Oxygen masks - Restows oxygen masks if deployed.
Refill Fire bottles – Refills the fire bottles if discharged.
Reconnect generator drives - Reconnects the generator drives if disconnected.

Cabin Call Controls

The CALL panel on the overhead can be used for ground and flight crew interaction without
having to select the Level-D menu.
1- Cabin Call – A request from the cabin crew generates an aural tone and causes one of the
CABIN CALL lights to illuminate. Pressing the illuminated light displays a dialogue box to
control the flight crew interaction. Select a number in the presented dialogue box for the
desired response to a flight crew request.
2- Ground Call - Press the GND CALL button to display a ground crew interaction box. This
box contains the same selections found in the Level-D “Ground requests” menu.
Press the number on the keyboard that corresponds to the desired interaction. Further
dialogue boxes are displayed when required for each item. These interactions are the same as
described previously under “Ground requests”.
Note: When a request is being processed (after selection), the ground requests menu is not
available until the requested process has been completed.

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

Aircraft Model Features

The 767-300 visual model has been expertly detailed with many unique features and aircraft
animations. All flight control surfaces move accurately in response to cockpit controls. Gear
and flap animations are accurate and highly detailed.
In addition to these standard aircraft animations, some unique features can be noted on the
aircraft visual model. These include:
Ram Air Turbine (RAT)
The RAT deploys anytime both engines are shutdown while in flight. The RAT propeller spins
based on airspeed. The spinner animation reacts to airspeed changes.
APU Inlet Door
The APU inlet door opens anytime the APU switch is in the RUN position.
Aileron Droop
The inboard ailerons droop in response to flap selection. Aileron droop is indicated in the
cockpit on the aileron pointer gauge.

AUTOFLIGHT SYSTEM
AUTOFLIGHT SYSTEM
Automatic control of the aircrafts flight path from takeoff to landing is possible with the use of
the following systems: Flight Control Computers (FCC), Autopilot Flight Director System (AFDS),
Autothrottle, AFDS Mode Control Panel (MCP), and the Flight Management Computer (FMC).
The FCCs provide the source information for the AFDS. The AFDS provides pitch and roll flight
commands to the pilot and the autopilot via the flight director. The autothrottle handles the
automatic application of power for each phase of flight. The AFDS MCP located in the center
of the main panel provides for control of the Autoflight system. The FMC provides for complete
control over route navigation and power settings for climb, cruise and descent.
Flight Control Computers (FCC)

Three Flight Control Computers are installed and are identified as Left, Center and Right FCC.
These computers provide the source information for the autopilot and the flight director. Only
one FCC is used in normal operations. Two or three FCCs are used when an Autoland is
performed. The FCCs require Main AC bus power for operation.
The only pilot control over the FCCs is via the Instrument Source Selector switch on the main
panel. The FCC providing flight director commands to the pilot may be changed using this
switch. This switch is normally set to the “on-side” FCC (ie. Left for the Captains instruments).
Autopilot Flight Director System (AFDS)

The AFDS uses information from the FCCs to provide guidance to the pilot and the autopilot via
the Flight Director (F/D). The flight director is capable of providing commands for all phases
of flight including takeoff. One of three separate autopilots may be engaged after takeoff to
automatically follow flight director commands. The flight director modes are controlled via the
Mode Control Panel (MCP).
Flight Director command bars are displayed on the Electronic Attitude Direction Indicators
(EADI) when the respective F/D switch is turned ON via the MCP. The active F/D mode is
annunciated on the EADI. On the ground, the F/D is engaged in the takeoff mode (TO). The
command bars are displayed wings level at the 8 degree pitch up position on the EADI. After
liftoff, the F/D commands a straight flight path at a speed of V2 + 15 or the actual liftoff speed
+ 15, whichever is greater. The takeoff mode is terminated by the selection of another AFDS
mode via the MCP or by engaging the autopilot in CMD mode.
After takeoff, the following vertical and horizontal navigation modes are available for selection
on the MCP: Flight Level Change (FL CH), Vertical Speed (VERT SPD), VNAV, Altitude Hold (ALT
HOLD), LNAV, Heading Select (HDG SEL), Heading Hold (HDG HOLD), Localizer approach (LOC),
Backcourse approach (BCRS), and ILS approach (APP). The use of VNAV is dependant on FMC
programming and is discussed in more detail in the FMC section of this manual.
If the F/D switch is not turned ON, the selection of AFDS modes via the MCP is not possible
unless an autopilot is engaged in the CMD mode.
Autopilot (CMD)
Left, Center and Right autopilots are available for engagement via the MCP CMD buttons.
Engagement of an autopilot is annunciated as CMD on the EADI. When engaged, the autopilot
moves the flight controls to follow the flight director commands selected on the MCP. Each
autopilot requires electrical and hydraulic power to function normally. The Left and Center
autopilots are powered by the Left Main AC Bus. The Right autopilot is powered from the Right
Main AC Bus. The three autopilots receive hydraulic power from their respective (Left, Center
and Right) hydraulic systems.

AUTOFLIGHT SYSTEM
Normally, only one autopilot is engaged in CMD mode for climb, cruise, descent, and approach
by pressing one of the three CMD buttons on the MCP. CMD is annunciated on the EADI to
indicate that the autopilot is engaged. When the AFDS is in the APP mode, multiple autopilots
may be selected to perform an automatic landing. This procedure is described later in this
section.
The F/D switch should always be turned on prior to autopilot engagement. If the F/D switch is
OFF, or the flight director is in TO mode, selection of CMD on the MCP results in the AFDS
engaging in the VERT SPD and HDG HLD modes. If the AFDS is in a mode other than TO, the
autopilot engages in the currently selected mode.
To disengage the autopilot, press the DISENGAGE bar on the MCP or use a keyboard/joystick
assigned button. This returns control of the aircraft to the pilot and automatically places the
AFDS in the FD mode.
Autothrottle System (A/T)

The autothrottle system is capable of automatically controlling power settings from takeoff
until touchdown during an automatic landing. The autothrottle system is activated using the
A/T switch on the MCP. When armed, the autothrottle engages automatically with the
selection of an AFDS speed mode. The selected mode is annunciated on the EADI. Once
engaged, the autothrottle moves the power levers to the required power setting based on the
currently selected AFDS modes.
The autothrottles range of operation is limited by the Thrust Management Computer (TMC)
based on the selected Thrust Rating Panel (TRP) mode. Additionally, the pilot can override the
autothrottle by moving the power levers manually. Once the power levers are released, the
autothrottle moves the power levers back to the originally commanded thrust setting.
The autothrottle may be disengage by selecting the A/T switch to OFF or by using the
keyboard/joystick assigned button. Additionally, the autothrottle is automatically disconnected
during single engine operations.
AFDS Lateral Modes (HDG HOLD, HDG SEL, LNAV, LOC, BCRS, APP)
Aircraft heading is controlled by the following modes: Heading Hold (HDG HOLD), Heading
Select (HDG SEL), Lateral Navigation (LNAV), Localizer approach (LOC), Backcourse approach
(BCRS) and ILS approach (APP). A bank limiting system is used to control the maximum bank
angle during AFDS commanded heading changes. 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. Some
lateral modes have “armed” conditions which can be cancelled by pressing the respective
mode button a second time.
The Heading Hold mode is selected by pressing the HOLD button directly below the heading
selector (SEL) knob on the MCP. HDG HOLD is annunciated in green on the EADI when engaged.
If selected in level flight, the aircraft maintains the current heading. If selected during a turn,
the aircraft rolls out to the current heading. This mode is selected automatically if an
autopilot is engaged with no other AFDS mode active.
The Heading Select mode is selected by pressing on the SEL knob below the heading window on
the MCP. HDG SEL is annunciated in green on the EADI when engaged. When selected, the
aircraft is commanded to fly toward the heading displayed in the heading window. This
heading is set by rotating the SEL knob. The aircraft will continue to fly toward any heading
selected in the heading window while in HDG SEL mode.
Use of the Lateral Navigation 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. LNAV 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. When
armed, the AFDS remains in the current lateral mode until LNAV is engaged. The engaged
AUTOFLIGHT SYSTEM
mode occurs when the aircraft encounters and/or is following the FMC programmed route.
When LNAV is engaged, aircraft heading is automatically controlled to follow the FMC
programmed route.
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. The armed mode
occurs when LOC is selected and the aircraft is not within localizer range. When armed, the
AFDS remains in the current lateral mode until LOC is engaged. The engaged mode occurs
when the aircraft is actively tracking the localizer. When LOC is engaged, aircraft heading is
automatically controlled to follow the localizer.
The ILS approach mode is selected by pressing the APP button on the MCP. This mode uses the
LOC mode to track the localizer in conjunction with vertical guidance from the glideslope mode
(GS) to track the glideslope. The LOC mode works the same as described previously with
armed and engaged modes to track the localizer. The glideslope mode also has armed and
engaged modes. GS is annunciated on the EADI in white when armed and green when engaged.
When armed, the AFDS remains in the current vertical mode until GS is engaged. The engaged
mode occurs when the aircraft is actively tracking the glideslope. When GS is engaged, the
vertical track of the aircraft is controlled to follow the glideslope.
The Backcourse mode is selected by pressing the BCRS button in conjunction with the LOC
button. This mode is exactly the same as the LOC mode except that when engaged, the AFDS
tracks the localizer Backcourse inbound. BCRS is annunciated in white when armed and green
when engaged. The localizer front course must be set in the ILS course window (on the
pedestal) for the BCRS mode to function properly.
AFDS Vertical Modes (FL CH, VNAV, VERT SPD, APP)

Aircraft pitch is controlled by the following modes: Flight Level Change (FL CH), Vertical
Navigation (VNAV), Vertical Speed (VERT SPD), and ILS approach (APP). In general, these
modes cause the aircraft to climb or descend until reaching a target altitude set in the altitude
window on the MCP. 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),
another vertical mode is selected, or the autopilot and F/D are turned off.
The Flight Level Change mode is selected by pressing the FL CH button on the MCP. FL CH is
annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally,
the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to
a CLB mode. When selected, 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.
Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch
angle to maintain the selected speed. If a climb is required, the A/T sets power to the
maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected
airspeed. If a descent is required, 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. The
throttle hold mode disconnects the autothrottle from the power levers which allows the pilot
to manually control thrust during the descent.
Use of the Vertical Navigation mode is dependant on FMC programming (discussed in the FMC
section of this manual) and is selected by pressing the VNAV button on the MCP. VNAV SPD or
VNAV PTH is annunciated in green on the EADI and the A/T is automatically engaged if armed.
Additionally, the TRP automatically changes to a mode appropriate for the phase of flight. If
VNAV is selected after takeoff, 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, whichever
is lower. The speed window on the MCP blanks out when VNAV is selected since speed control
is transferred to the FMC. To regain speed control from the FMC, a “speed intervention” mode
is available by pressing on the airspeed select knob. This re-opens the speed window for
manual adjustment via the MCP. Pressing the airspeed select knob a second time transfers

AUTOFLIGHT SYSTEM
speed control back to the FMC. Due to their complexity, descents using VNAV are covered in
the FMC section of this manual.
The Vertical Speed mode is selected by pressing the V/S button on the MCP. V/S is
annunciated in green on the EADI when engaged. The A/T does not automatically engage with
the selection of the vertical speed mode. The A/T SPD mode is used if the A/T is already
engaged. When V/S is selected, the VERT SPD window opens up and displays the current
aircraft vertical speed. The AFDS then commands pitch to maintain this vertical speed. The
A/T (if engaged) controls power to maintain the speed selected in the IAS/MACH window. To
change the vertical speed, press on the thumb wheel above the V/S button in the desired
direction. Unlike the FL CH mode, the Vertical Speed mode is capable of flying the aircraft
away from the altitude selected in the MCP ALT window.
The ILS approach mode is discussed in the AFDS Lateral Modes section. The glideslope mode
works as described previously. GS mode engagement automatically replaces any existing
vertical modes upon glideslope intercept. Additionally, if the GS mode is armed , pressing the
APP button a second time cancels the GS armed mode.
Altitude Hold Mode (ALT HOLD)

The Altitude Hold mode automatically engages anytime the aircraft reaches the altitude
selected in the MCP ALT window. ALT HOLD is annunciated in green on the EADI when
engaged. Additionally, pressing the HOLD button below the ALT selector knob engages the
AFDS in the Altitude Hold mode at whatever altitude exists at the time of selection, regardless
of altitude set in the MCP ALT window. When engaged, the AFDS maintains level flight and the
autothrottle controls power to maintain the airspeed selected in the IAS/MACH window.
Engagement of the Altitude Hold mode automatically removes any existing vertical mode.
The Altitude Hold mode is not automatically selected when VNAV is in use under certain
conditions. If the altitude set in the MCP ALT window is the same as the CRZ ALT set in the
FMC, the AFDS enters the VNAV PTH mode instead of ALT HOLD. If there is a difference
between the FMC CRZ ALT and the MCP ALT, the system logic is conservative in that the
aircraft will always level off a whichever altitude is encountered first. More information on
how VNAV and Altitude Hold logic interact is found in the FMC section of this manual.
Automatic Landing (Autoland)

The AFDS is capable of executing a completely automatic landing and rollout. A minimum of
two operating autopilots and the autothrottle are required to engage the AFDS for an Autoland.
With two operating autopilots, the system engages in the LAND2 mode. With all three
autopilots operating, the system engages in the LAND3 mode. The only difference between
these two Autoland modes is the level of system redundancy. Both modes result in successful
autolands.
Setting up the AFDS for an Autoland occurs with the selection of additional autopilots after APP
is selected on the MCP. Depending on the options set in the panel menu, an autoland sets up
either automatically or manually. If set to occur automatically, the remaining two autopilots
are armed automatically with the selection of the APP mode on the MCP. If set to occur
manually, the pilot must arm the remaining autopilots for engagement by pressing the CMD
buttons for the inactive autopilots after APP has been selected. Regardless of which
engagement method is used, the subsequent actions regarding autoland capability remain the
same.
The aircrafts Autoland capability is indicated on the Autoland Status Annunciator (ASA) located
on the main panel. Any degradation of the aircrafts Autoland capability is annunciated on this
gauge. With the AFDS set for an autoland, the armed autopilots automatically engage at 1500
feet radio height after a self-test has been performed. If the test is normal, LAND2 or LAND 3
annunciates on the ASA if two or three autopilots are engaged respectively. If the system is
only capable of landing using the LAND2 mode (ie. One autopilot inoperative), a NO LAND 3

AUTOFLIGHT SYSTEM
message is displayed on the ASA. If the system is not capable of performing an Autoland, a NO
AUTOLND message is displayed on the ASA.
When set for an autoland, FLARE and ROLLOUT modes are armed and displayed in white on the
EADI. These modes replace the GS and LOC modes during the autoland maneuver and
subsequently turn green when activated. The AFDS remains in the ROLLOUT mode after
landing until the autopilots are disconnected manually by the pilot.
The power sources for each engaged autopilot are automatically isolated from 1500 feet radio
height until the completion of the autoland. The left and right autopilots are powered from
the left and right electrical systems respectively. The center autopilot becomes powered by
the standby/battery system. If a power source fails between 1500 and 200 feet radio height,
the electrical system reverts to normal operation and the ASA displays LAND 2 and NO LAND 3
messages in the ASA. If a power source fails below 200 feet radio height, the electrical systems
remain isolated and the automatic landing continues on the remaining autopilots. In this case,
the ASA does not change except to indicate a NO AUTOLND condition.
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, pressing the GA button on the main panel or pressing the
keyboard/joystick button assignment engages the Go-Around mode. Pressing these buttons at
any other time has no affect on the AFDS system.
When GA is engaged, the AFDS and A/T command for 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.

AUTOFLIGHT SYSTEM
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.
Flight Director Switch

Controls the display of the F/D bars on the EADI.
OFF - Flight director is not displayed on the respective EADI.

- No AFDS modes are active unless an autopilot is engaged.
ON - 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.
Notes: 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.

AUTOFLIGHT SYSTEM
Autothrottle Controls
1- Autothrottle Arm Switch:
OFF - Autothrottle system is off and cannot automatically engage.
A/T ARM - The system is armed for engagement with the selection of a speed mode.
- A/T is displayed on the EADI.
Note: The A/T 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 set takeoff power.
- Set automatically when VNAV is selected during climb.
- N1 is annunciated on the EADI.
3- Speed (SPD) Mode Button: Press to engage the A/T in the speed mode.
- Sets the 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 on the click areas (+/-) next to the 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 and 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 clicks 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
Lateral Mode Control
1- Heading Select Window: 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 these areas to change the bank limit selector.
AUTO - Bank is controlled automatically by the AFDS based on airspeed.

5 to 25 - Bank angle is limited to the selected value.
Note: Bank limit does not function when LNAV is engaged.
3- Heading Hold (HDG HOLD) Mode Button: Press to engage the Heading Hold mode.
- AFDS maintains heading at the time of selection.

- Movement of the heading selector has no affect in this mode.
- HDG HOLD is annunciated on the EADI.
4- Heading Select (HDG SEL) Mode Control Knob:
PRESSED - Engages the AFDS in the HDG SEL mode.

- AFDS controls roll to maintain heading selected in the HDG window.
ROTATED - Sets the heading in the HDG window.

- Heading is changed by clicking on the window or next to the SEL knob.
5- Lateral Navigation (LNAV) Mode Button: Press to transfer heading control to the FMC.
ARMED - 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.
ENGAGED - FMC controls heading to track the programmed route.

- LNAV is annunciated in green on the EADI.
Note: An FMC route must be activated for this mode to function.

AUTOFLIGHT SYSTEM
6- Localizer Approach (LOC) Mode Button: Press to select the LOC tracking mode.
ARMED - 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.
ENGAGED - AFDS captures the localizer and controls heading to track inbound.
- LOC is annunciated in green on the EADI.
Note: A valid LOC frequency and course must be entered into the ILS receiver for this mode to
function. Localizer cannot intercept at angles of greater than 120 degrees.
7- ILS Approach (APP) Mode Button: Press to select both the LOC and GS tracking modes.
ARMED - 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.
ENGAGED - 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 course must be entered into the ILS receiver 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.
8- Backcourse Approach (BCRS) Mode Button: Press in conjunction with the LOC button to
select the back course tracking mode.
ARMED - 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.
ENGAGED - 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.

AUTOFLIGHT SYSTEM
Vertical Mode Control
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.
- Click in the (+) and (-) areas to adjust the vertical speed.
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. VNAV and the FMC are
explained in more detail in the FMC section of this manual.

AUTOFLIGHT SYSTEM
Altitude Target (MCP ALT Window) Control
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 display 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. ALT HOLD and
the FMC are explained in more detail in the FMC section of this manual.

AUTOFLIGHT SYSTEM
Autopilot Engagement (CMD) Control
1- Autopilot Command (CMD) Mode Buttons: Press to engage the autopilot.
- Each button engages the respective autopilot.

- Only one autopilot may be engaged (except Autoland).
- When engaged, the autopilot automatically moves the flight controls based on selected
AFDS modes.
- If engaged while in the TO mode, or no other mode has been selected, the AFDS
automatically enters the HDG HOLD and VERT SPEED modes.
- CMD is annunciated in green on the EADI.
1a- Multiple Autopilot Operation (Autoland): Selecting two or three autopilots.
- When in the APP mode, the selection of multiple autopilots is possible to allow for an
automatic landing.
- Automatic or manual selection of the Autoland mode is dependant on the “AFDS
automatic multi-channel” setting in the Level-D “Carrier Options” menu.
- Automatic selection (option checked): All available autopilots are armed to

engage for an Autoland automatically with the selection of the APP mode.
- Manual selection (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.
- The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as
the multiple autopilot operation engages.
- FLARE and ROLLOUT are annunciated in white on the EADI when multiple autopilots are
engaged.
2- Autopilot Disengage Bar: Press to disconnect power to the autopilots.
- Disengages all active autopilots when pressed.

- The disengage bar remains in the disengage position until pressed again.
- Disengagement of any autopilot results in a Master Warning that must be cancelled by
pressing the disengage bar a second time.

AUTOFLIGHT SYSTEM
Autoland Status Annunciator
LAND 3: Displays when three autopilots are engaged for an autoland.
- Displays after all three autopilots are engaged passing 1500 feet radio height.
- Indicates that all operating systems have tested OK for an automatic landing.
LAND 2: Displays when two autopilots are engaged for an autoland.
- Displays after two autopilots are engaged passing 1500 feet radio height.
- Indicates that the selected operating systems have tested OK for an automatic landing.
NO LAND 3: A system fault exists which results in a LAND 2 condition.
- 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.
NO AUTOLND: An automatic landing is not possible due to a system fault.
- Engagement of multiple autopilots is not possible with this status message displayed.
- This message appears at any time a fault is detected which prevents engagement of the
autopilots for an automatic landing.
Autoland Status Test Buttons: Press to test the autoland status messages.
TEST 1 - LAND 3 and NO LAND 3 are displayed.

TEST 2 - LAND 2 and NO AUTOLND are displayed.
Press/Reset Button: Resets the ASA status messages.
- When pressed, messages blank out and return only if the limiting conditions still exist.
- If pressed while in the APP mode, a NO LAND 3 message will remain cleared even if the
limiting condition still exists.
- A NO AUTOLND message cannot be cleared at any time if the limiting conditions still
exist.

ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
Electrical power is available from four sources: aircraft battery, auxiliary power unit (APU),
external power, and two engine-driven generators. AC and DC electrical buses distribute
power to various aircraft systems. Power distribution is handled automatically via a bus tie
system based on a priority order. Pilot interaction is normally limited to selection of the APU
and external power on the ground.
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. The battery provides basic DC power to essential
systems when no other power supply is available. When selected ON, battery power is supplied
via four buses: Hot Battery Bus, Battery Bus, Standby AC Bus and Standby DC Bus. These buses
power essential aircraft components such as emergency equipment, radios, and standby
instruments. If no other power source is available, the battery can provide power to these
systems for about 30 minutes. The MAIN BAT DISCH annunciation indicates that the battery is
being discharged.
Power supplied to the Standby Buses is determined by the Standby Power Selector. Control is
provided by a three position rotary switch with OFF, 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. In the AUTO mode, power is supplied
to the standby buses automatically based on priority (battery being last) . With the selector in
BAT, the battery alone supplies power to the standby buses and the battery will discharge
(even if other sources are available). With the selector OFF, the standby buses are not
powered. The selector is placed in the AUTO mode for normal operations. The other modes
are used for non-normal operation of the electrical system.
The following is an abbreviated list of important equipment powered by the Battery and
Standby Buses:
Battery Bus: Standby Buses:

- APU Fuel Pump - Bleed isolation valves
- Engine and APU fire detection - Manual cabin pressure control
- Engine fuel valves - Standby Altimeter, attitude and ILS
- Bleed valves - Pressurization indications
- Engine start controls - Left VHF radio
- Fuel crossfeed valves - Left NAV system (VOR, ADC, RDMI)
- Fuel quantity gauge - Standby ignition
- RAT auto deployment system - Center ILS receiver
- Standby engine indicating
Hot Battery Bus:

- APU fuel valve
- Fire bottles (engine and APU)
- IRS backup system
- RAT manual deployment
Auxiliary Power Unit (APU)

The APU is a gas turbine engine located in the tail section of the aircraft. The APU can be used
on the ground or in flight to provide electrical and pneumatic power. The APU can satisfy the
demand of all electrical systems. The APU is normally used when the aircraft is at the gate and
for starting the engines.

ELECTRICAL SYSTEM
Control of the APU is provided by a rotary selector switch near the bottom of the electrical
panel. Electrical power distribution from the APU is controlled by the APU generator breaker
near the top of the electrical panel. The APU GEN switch is left IN for all normal operations.
With the APU GEN switch pushed in, distribution of power is automatically controlled.
To start the APU, the aircraft battery switch must remain ON at all times. Fuel is provided
automatically from the Left FWD Fuel Pump. Moving the spring loaded APU selector to START
initiates the start sequence. The APU FAULT light illuminates briefly during the start as the
APU fuel valve is opened. The APU RUN light flashes twice to indicate a test of the system has
been performed. When the APU is on speed and ready to generate power, the RUN light
illuminates and remains steady. The APU start cycle takes 60 seconds.
APU shutdown is accomplished by placing the selector switch to OFF. The APU FAULT light
flashes momentarily during shutdown as the APU fuel valve is closed. The RUN light
extinguishes when the APU is shut down. If APU bleed air was in use prior to shutdown, the
APU runs for an additional one minute cool down period. Even though the APU switch is OFF,
the APU continues to RUN during this period. It is possible to cancel the shutdown sequence
during the cool down period by momentarily placing the start switch to START. This cancels the
shutdown signal and the APU continues to RUN.
External Power
External power is available on the ground by accessing the Level-D Ground Requests menu and
selecting “Power connection”. When external power is selected in the menu, the AVAIL light
illuminates in the EXT PWR pushbutton near the top of the electrical panel. Removal of
external power from the airplane is also done from the Ground Request menu.
External power is not automatically used by the electrical system. It must be manually
selected by pressing the EXT PWR push button. Illumination of the AVAIL light in the push
button only indicates that external power is available for use. Pushing the push button applies
external power to the electrical system (as indicated by illumination of the ON light). Once
selected, external power has priority over all other electrical sources.
Pushing the EXT PWR push 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. After an engine is started, the respective engine
generator automatically powers the respective electrical system. After the second engine is
started, the EXT PWR ON light extinguishes since both engine generators are now powering the
electrical system. The external power connection must be manually removed from the aircraft
using the Level-D Ground Requests menu.
Engine Generators
Left and right engine driven generators are tied into the electrical system via generator control
breakers. These generators operate independently and are capable of individually supplying
electrical power for all aircraft systems. Control for each generator is provided by GEN CONT
switches on the electrical panel. These switches are left IN for all normal operations and
provide for automatic control of the generators.
If a generator overheats or malfunctions it can be disconnected from the engine using the GEN
DRIVE DISC switches. Double-clicking on this switch disconnects the generator and illuminates
the DRIVE light. Once disconnected, the drive can only be reconnected on the ground via the
Level-D Ground Requests menu.
Power Distribution
The Bus Tie System controls the distribution of electrical power to the Left and Right Main AC
Buses. In normal operations, with both engine generators operating, the Bus Tie switches
isolate the Left and Right electrical systems so that each generator supplies power to its
respective Main AC Bus.
ELECTRICAL SYSTEM
Control for this system is provided by two Bus Tie switches on the electrical panel. These
switches are normally left in the AUTO position and are only switched OFF by procedure. In the
AUTO position, the Bus Tie switches automatically open and close so that only one source of
power reaches its respective Main AC Bus.
The Bus Tie switches control power to their respective Main AC bus based on the following
priority:
1. On side engine-driven generator.

2. APU generator.
3. Opposite side engine-driven generator.
The selection of External Power overrides all of these power sources. In this case, 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. When external power is ON, it must
be manually de-selected by pressing the EXT PWR pushbutton a second time. 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. They can only be powered from the APU, Engine Generator or External Power.
Normally the Left generator supplies power to the Left AC Bus and the right generator supplies
power to the Right AC Bus. A loss of one generator causes the BUS TIE relays to close allowing
one generator to power both AC buses. If the APU were selected ON in this case, the Bus Tie
system would react to re-isolate the Main Buses.
The Left Main AC Bus is the most critical bus on the aircraft. It is the power source for the
following instruments:
- Captain’s basic flight instruments

- Captain’s EADI and EHSI
- Cockpit panel lighting
- Left and Center autopilots
- Upper EICAS screen
- FMC
- Center hydraulic No. 1 Primary pump
- Right hydraulic electrical Demand pump
- Left AFT, Left Center and Right FWD Fuel pumps
- Left and Center IRU
The Right Main AC bus powers most of the remaining systems with the exception of those found
on the Standby and Battery buses.
Utility Buses
The main electric panel has switches for the Left and Right Utility Buses. These buses control
power for galley items and the left and right recirculation fans. These switches are left ON for
all normal operations. During engine starts these buses automatically load shed to conserve
electric power for the start. The Utility Bus OFF lights illuminate during the start sequence
when load shedding occurs.

ELECTRICAL SYSTEM
Battery and Standby Bus Controls
1- Battery Switch: Controls application of batter power to the system.
ON - The battery is connected to the battery bus.

- Required to be ON for starting and running the APU.
- Normally ON for all operations.
OFF - The battery switch is OFF.
2- Battery Discharge Light: Illuminates when the main battery is being discharged. Normally
the battery is charged from the Right Main AC Bus and this light is extinguished.
2a- APU Battery Discharge Light: Illuminates when the APU battery is being discharged.
3- Standby Power Selector: Controls the power source for the Standby Buses.
OFF - The Standby Buses are OFF and receive no power.
AUTO - Power to the Standby Buses is automatically controlled.

- Normal power source is from the Left Main AC Bus.
BAT - The Standby Buses are powered from the Battery only.
4- Standby Bus OFF Light: The Standby Buses are not powered if illuminated. Some critical
instruments will fail in this case (ex. Standby flight instruments).

ELECTRICAL SYSTEM
Electrical System Controls
1- APU Generator Control Switch: Controls the APU GEN breaker.
Switch IN - Automatic control of the APU GEN breaker.

- Power is automatically supplied to the system when required, provided the
APU is running.
Switch OUT - The APU GEN breaker is open and power cannot be supplied by the APU.
OFF - The APU GEN control switch is OFF or there is a fault in the APU generator
while it is running.
2- External Power Control Switch: Applies and removes EXT PWR to the system when pressed.
AVAIL - External power is available for use.
ON - Indicates that external power is being used to power the aircraft systems.
3- Bus Tie Control Switches: Controls the flow of power to the Left and Right AC Buses.
AUTO - Automatic control of power to the AC buses.

- Prevents two power sources from powering the same bus.
ISLN - Manually isolates the respective AC bus.

- Engine generator is the only power source available to the respective Main AC
bus.
4- Main AC Bus Off Light: When illuminated indicates that the respective Main AC Bus is not
powered.
5- Utility Bus Control Switches: Controls power to the utility buses.
Switch IN - Power is supplied to the utility bus automatically when the respective Main
AC Bus is powered.
Switch OUT - The Utility bus is turned off.
OFF - The bus is not powered.

ELECTRICAL SYSTEM
6- Generator Control Switches: Controls the power from the respective engine driven
generator.
Switch IN – Provides automatic control of the respective engine generator.
Switch OUT - The Generator is OFF and power is not available.
OFF - The Generator breaker is open and power is not available to the system.
7- Generator Drive Disconnect Switches: Physically disconnects the generator drive from the
engine when double-clicked. Once disconnected, the generator is no longer available for use
and can only be reconnected on the ground via the Ground Requests menu.
DRIVE - Illuminates if the generator drive oil temperature is high, generator oil pressure is
low, or the generator drive has been disconnected.
APU Controls
1- APU Selector Switch: Controls the operation of the APU. Note that the Battery switch must
be ON to successfully start the APU.
OFF - The APU is OFF or will shut down if running.

- If the APU was used as a bleed source prior to selecting OFF, there is a one
minute cool-down period before the APU shuts down.
ON - Moving from OFF to ON opens the APU fuel valve and arms the APU for starting.
- Commands the Left FWD Fuel Pump ON.
- Once started, the APU continues to RUN in this position.
START - A spring-loaded position that initiates the APU start sequence.

- The RUN light flashes twice to indicate the beginning of start.
- If the APU is in the cool-down period (ie. selector switch is OFF and RUN light
illuminated), momentarily selecting START cancels the shutdown signal and the
APU continues to RUN.
- The APU start cycle takes approximately 60 seconds.
2- APU RUN Light: Steady illumination indicates that the APU is running and is available to
supply electrical and pneumatic power.
3- APU FAULT Light: Steady illumination indicates an APU fault. Momentary illumination
indicates that the APU fuel valve is in transit (during starting and shutdown).

ELECTRICAL SYSTEM
Electrical System Normal Procedures
PREFLIGHT
Battery Switch – ON
Standby Power Selector – AUTO
APU GEN switch – Pushed IN
Bus Tie Switches – AUTO
Utility Bus Switches – ON
GEN CONT Switches – Pushed IN
APU - START then ON
or
External Power – Establish (Press ON when AVAIL light illuminates)
Note:
-- All electrical switches are pushed IN for normal operations.
-- External power is requested via the Level-D “Ground Request” menu, or via the
GND CALL button on the overhead communications panel.
STARTING
After start:
APU – OFF
or
External Power – Disconnect (Confirm ON and AVAIL lights extinguished)
IN FLIGHT
No actions required for normal operations.
POSTFLIGHT
Prior to gate arrival:
APU – START then ON

or
External Power – Establish (Press ON when AVAIL light illuminates)
Complete Aircraft shutdown:
APU – OFF
or
External Power – Disconnect (Confirm ON and AVAIL lights extinguished)
Standby Power Selector – OFF
Battery Switch - OFF

ENGINES and ENGINE INDICATING (EICAS)

The 767-300 is powered by two General Electric CF6-80C2 engines rated at 61,500 pounds of
thrust per engine. Engine controls include the throttles, fuel cut-off switches, EEC switches,
fire handles, and the Thrust Rating Panel (TRP). An autothrottle system is available and can
provide automatic power control for all phases of flight. 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, cruise and descent.
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 throttles can be controlled manually by the pilot or
automatically through the use of the autothrottles. When the autothrottle is in use, the pilot
can still override them by moving the throttles manually. However, the power setting
previously commanded by the autothrottle is always restored when released. One exception to
this is the throttle hold mode. Annunciation of “THR HLD” on the EADI indicates that the
autothrottle is temporarily disconnected from the power levers. This gives the pilot complete
control over power settings. The use and operation of the autothrottle is described in more
detail in the AFDS section.
Engine Electronic Control (EEC)

The EEC switches on the overhead control the electronic engine control system. The EEC acts
to limit power settings to prevent damage to the engines. When the system is ON, pushing the
throttles to the limit results in the maximum power setting available without causing damage
to the engines. This power setting is indicated on the engine display with an amber line. With
the EEC turned OFF, the power setting can be set beyond this limit and engine damage may
occur.
Engine Indicating and Crew Alert System (EICAS)

The two center CRT's on the main panel are referred to as EICAS screens. These screens display
all engine data as well as messages generated by the Crew Alert System (CAS). The upper EICAS
CRT displays CAS messages along with N1 and EGT engine data. This screen is displayed
continuously when then Left Main AC Bus is powered. The lower EICAS screen displays
secondary engine data as well as information about other systems (contained on a separate
STATUS page). The lower screen is displayed continuously when the Right Main AC bus is
powered. Both screens can be dimmed individually by using the knobs below the lower EICAS
screen.
The STATUS page is available on the lower EICAS by pressing the STATUS button located below
the EICAS screens. The secondary engine data display can be restored by pressing the ENGINE
button located next to the STATUS button. The lower EICAS screen can be toggled OFF by
reselecting the ENGINE or STATUS button while the respective screen is displayed.
Engine indications on the EICAS screen will change color to indicate parameters that are in a
caution range or exceeding a limit. Yellow indicates the caution range and red indicates the
limit range. This convention applies to engine data on both EICAS screens. Additionally, the
N2 gauge on the lower EICAS displays a magenta index line during engine start. This index line
represents the minimum N2 for placing the fuel control switch to RUN. Placing the fuel control
switch to RUN at an N2 below the index line may cause start problems.
Standby Engine Display

If both EICAS screens fail, important engine data is still available on the standby engine gauge.
Located to the left of the EICAS screens, this gauge displays N1, EGT and N2 data for each
engine. A two-position switch controls the display of engine data. In the AUTO position the
display is blank when both EICAS screens are operating. If both EICAS screens fail, engine data
is automatically displayed. In the ON position engine data is displayed at all times.

Engine Fuel Control
Fuel control switches located on the throttle quadrant provide control over two fuel valves per
engine: the Engine Valve and the Spar Valve. The Engine Valve is located in the engine
nacelle. The Spar Valve is located in the wing closer to the fuel tanks. Both valves must open
to permit the flow of fuel to the respective engine.
Engine Start Panel

The overhead Start Panel provides controls for engine starting and engine ignition. Each engine
has a start valve and two igniters. The start switch controls the opening and closing of the
respective start valve. The igniter switch selects which of the two igniters will be used for the
start in either engine.
The Start switch is a multi-position switch with GND, AUTO, OFF, FLT and CONT positions.
Normally this switch is left in the AUTO position. Moving the start switch to the GND position
initiates the start by opening the start valve and energizing the selected igniter(s). The switch
automatically springs back to AUTO after engine start. The OFF position manually shuts off
ignition and closes the start valve. The FLT position provides ignition to the engines from both
ignition sources (regardless of igniter switch position) and is usually used for emergency in-
flight engine restarts. The CONT position provides ignition to the engine from only the selected
igniter and is usually used during turbulence or heavy rain to prevent flameout.
The igniter switch indicates which of the two igniters in each engine is used for starting and
CONT mode operation. When 1 is selected, the number 1 igniter is used. When 2 is selected,
the number 2 igniter is used. When BOTH is selected, both igniters are used in each engine.
Engine Starting
Engine starts require the use of bleed air, electric power and fuel. Bleed air can be supplied
by the APU, the other engine, or an external air source. The aircraft battery is the minimum
electric requirement for engine start. The fuel to each engine is supplied under pressure via
electric fuel pumps.
In order to supply sufficient pressure for the engine start, the air conditioning Packs must be
OFF and the isolation valves must be open. A minimum of 25psi duct pressure is required.
Placing the engine start switch to GND initiates the engine start. This action opens the start
valve which permits bleed air to rotate the engine. The momentary illumination of the VALVE
light indicates that the start valve has opened. A magenta index line on the N2 gauge indicates
the minimum N2 for adding fuel. When N2 is above the index line, the fuel control switch can
be moved to RUN to introduce fuel into the engine. Light-off occurs soon after as indicated by
an increase in EGT. At approximately 50% N2 the start switch moves back to AUTO and the
VALVE light flashes momentarily as the start valve closes. The engine then stabilizes at idle
thrust.
Thrust Management (TRP)

A Thrust Management Computer (TMC) provides guidance for the necessary power settings
required during each phase of flight. The Thrust Rating Panel (TRP) located above the gear
handle is the main interface for pilot control of this computer. Power setting information from
this system is displayed on the upper EICAS via the N1 gauge using a green index pointer and a
digital display. The settings displayed are reference only and do not limit engine power
available to the pilot. The maximum power setting available is always the EEC limit indicated
by the amber line on the N1 gauge. When the autothrottle is in use, the TRP power reference
is the maximum power available for use by the autothrottle in the engaged mode.
The TRP has the following modes: TO, D-TO, CLB, CLB1, CLB2, CRZ, CON, and GA. Each mode
can be selected using the TRP buttons (except D-TO which is selected via the FMC). TO and D-
TO are takeoff power modes. CLB, CLB1 and CLB2 are climb power modes. CRZ is the cruise
power mode. CON is the continuous power mode. GA is the go-around power mode.

Takeoff power modes are as follows: Takeoff power (TO) and de-rated takeoff power (D-TO).
In the TO mode, the computer calculates the maximum takeoff power for the current outside
air temperature. In the D-TO mode, a temperature higher than current airport temperature
(called the assumed temperature) is used to calculate the reduced thrust setting. This
temperature is entered into the FMC Takeoff Reference Page which is translated into a power
setting indicated on the EICAS. The assumed temperature is calculated primarily on the basis
of aircraft takeoff weight for a given airport runway. Higher assumed temperatures translate
into lower power settings and vice-versa. Pressing TO on the TRP cancels the D-TO mode.
Climb power modes are as follows: Full climb power (CLB), de-rated climb power one (CLB1),
and de-rated climb power two (CLB2). CLB1 and CLB2 offer reduced climb power settings when
full climb power is not required. CLB2 offers the lowest climb power setting available that
allows the plane to climb safely after takeoff and meet all obstacle clearance requirements.
Pre-selection of a reduced climb power mode can be done on the ground using the TRP
buttons. 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. This indicates that the selected de-rated CLB mode will engage
after takeoff. This occurs automatically with the selection of an AFDS vertical mode (FL CH,
VNAV, or V/S). CLB1 or CLB2 is then displayed in green on the EICAS. If no climb mode is pre-
selected, the TRP commands full climb power (CLB).
Switching between engaged climb modes is accomplished via the TRP buttons. If climbing in
the full climb mode (CLB), pressing 1 or 2 engages the CLB1 or CLB2 mode respectively.
Subsequent switching between de-rated climb modes is accomplished by selecting the other
mode button on the TRP. However, canceling a de-rated climb mode is accomplished by
selecting the button corresponding to the presently engaged de-rate mode. Pressing CLB in
this case will have no effect on the engaged mode. For example, if CLB1 is the currently
engaged mode, pressing the 1 button on the TRP switches to the CLB mode. If CLB2 is the
currently engaged mode, pressing the 2 button on the TRP switches to the CLB mode.
In the cruise (CRZ) mode, the TRP displays the maximum cruise power setting available based
on altitude and temperature. The CRZ mode is automatically engaged when leveling off at the
pre-programmed FMC cruise altitude. Otherwise, this mode can be engaged manually by
pressing CRZ on the TRP panel. When the autothrottle is in use, the CRZ thrust index
represents the maximum power available for use by the autothrottle in cruise, even though less
power is generally required to maintain airspeed.
Continuous (CON) and Go-around (GA) power are the remaining TRP modes. Pressing the CON
key displays the maximum continuous power setting available for the current altitude and
temperature. This mode is generally used during single engine operations or while in icing
conditions. The GA mode is automatically engaged when flaps are selected to 1 while on
approach for landing. Pressing the TO/GA button in flight manually selects the GA mode. The
GA mode displays the maximum go-around power setting to be used in the event of a go-
around.

Engine Start Controls
1- Engine Start Switches: Controls engine start valve and ignition.
GND - Opens start valve and turns on selected igniter(s).

- Releases to AUTO at approximately 50% N1.
AUTO – Provides auto-ignition flameout protection.

- Normal position of start switch during flight.
OFF - Terminates the start sequence and/or turns off igniters.
CONT - Turns on selected ignition source continuously.

- Used during turbulence or heavy precipitation.
FLT - Turns on both ignition sources continuously.

- Used for in-flight engine restarts.
2- Ignition Selector: Selects the source of ignition for engine starts and CONT mode. Normally
igniter 1 is used on odd-numbered flights and igniter 2 is used for even-numbered flights. The
BOTH position is used for abnormal condition starts or cold weather operations.
3- Start Valve Light: When illuminated, indicates that the start valve is not in the commanded
position. Illuminates when the start valve is in transit during engine start.

Engine Fuel Control
RUN - Engine and Spar Valves are commanded open.
CUT OFF - Engine and Spar Valves are commanded closed.
ENG VALVE - Indicates that the engine valve is not in the commanded position.
- Illuminates momentarily when the valve is in transit.
SPAR VALVE - Indicates that the spar valve is not in the commanded position.
Engine Electronic Control (EEC) Switches
ON - Engine thrust is limited to prevent exceeding limitations.
OFF - Engine thrust is not limited and can be set beyond maximum limits.
Note: When an EEC is selected OFF or INOP, the N1 thrust limit pointer and command sector for
the respective engine are not displayed.

EICAS Upper Display
N1 DATA DISPLAY
1- TAT Temperature Display: Displays the current outside air temperature in Celsius.
2- Assumed Temperature (De-rated Power): Displays the temperature entered into the FMC
Takeoff Reference Page upon which the reduced thrust calculation is based.
3- 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.
TO - Full takeoff thrust.

D-TO - De-rated takeoff thrust.
CLB - Full climb power.
CLB1 - Climb 1 mode (de-rated climb power).
CLB2 - Climb 2 mode (fully de-rated climb power).
CRZ - Cruise power.
CON - Maximum continuous power.
GA - Go-around power.
4- N1 Thrust Reference (digital): Displays the thrust reference commanded by the TRP.

5- N1 Digital Display: Displays the current N1 power setting.
6- N1 Pointer Display: Displays the current N1 power setting in round dial format.
7- Command Thrust Display: This extended arc is called the command sector. It shows the
difference between current engine N1 and the commanded N1 based on power lever position.
Note: The command sector display is inhibited if the EEC is OFF.
8- N1 Thrust Reference Pointer: Displays the thrust reference commanded by the TRP. This
pointer shows the same value as the N1 Thrust Digital Reference.
9- N1 Limit Pointer: Displays the N1 limit for each engine. This limit is determined by the EEC
which acts to restrict power to this limit regardless of the power lever position. When the EEC
is OFF, this line disappears and engine thrust is unrestricted.
EICAS Lower Display

Standby Engine Display
ON - Engine data is displayed continuously
AUTO - Engine data is displayed automatically if both EICAS screens fail.

- Display is blank in normal operations.
Thrust Rating Panel (TRP) Controls
TO/GA - On the ground, selects TO mode.

- In flight, selects GA mode.
CLB - Used to select CLB power while in flight if previously in TO/GA, CON or CRZ.
- If a de-rated climb mode is engaged, selecting CLB has no effect. To engage CLB
mode from CLB1 or CLB2, press the 1 or 2 button (currently engaged mode).
1 and 2 - Selects de-rated climb thrust modes.

- On the ground, pre-selects CLB1 or CLB2 mode. TO 1 or TO 2 is displayed. After
takeoff, CLB1 or CLB2 mode is automatically engaged with the selection of an
AFDS vertical mode.
- In flight, selects or cancels de-rated climb mode.
CON - In flight, selects maximum continuous thrust limit.
CRZ - In flight, selects cruise thrust limit.

- Automatically selected when level at an FMC programmed cruise altitude.

Powerplant Normal Procedures
PREFLIGHT
EEC Switches – ON
Ignition Selector – 1, BOTH or 2 (1=odd days, 2=even days, BOTH= cold weather start)
Start Selectors – AUTO
Fuel Cutoff Switches – OFF
TRP – Select TO and 1 or 2 for derate climb (if desired)
Standby Engine Display - AUTO
STARTING
Pack Switches – OFF
Pneumatic Pressure – Confirm 25 PSI minimum
Start Selector – GND
Fuel Cutoff Switch – RUN when above 18% N2
at 50% N2:
Start Selector – Confirm AUTO
after second engine start:
Pack Switches - AUTO
IN FLIGHT
Operate thrust levers as required.
POSTFLIGHT
Aircraft shutdown:
Fuel Cutoff Switches - OFF

FIRE DETECTION and PROTECTION

Fire detection and protection is available for both engines, the APU, and the cargo
compartments. Fire detection only is also available for the wheel wells. A Master Warning and
Fire Bell is activated when a fire is detected in any of these systems. Controls for extinguishing
a fire are found on the pedestal.
Engine Fire and Overheat

The engines are continuously monitored for fire and overheat. A two loop system in each
engine is utilized for detection. If a fault is detected in the loop system, a STATUS message on
the EICAS is displayed. If an overheat is detected in an engine, the ENG OVHT warning is
activated. If a fire is detected by loop system, the following actions occur:
- Master Warning light illuminates on the glare shield.

- L or R ENGINE FIRE message is displayed on the EICAS.
- The FIRE light on the Central Warning Panel illuminates.
- Fire bell is activated.
- Respective engine fire handle illuminates red.
Pressing the MASTER WARNING button on the glare shield silences the fire bell. The only way
to remove the other fire warnings is to eliminate the fire.
Each engine has a fire handle that is used to contain an engine fire. The fire handles
illuminate red when a fire is detected in the associated engine. There are two fire
extinguishing bottles installed to fight a fire in either engine. The fire bottles are controlled
by the fire handles. Pulling the engine fire handle does the following:
- Shuts down all systems associated with the engine.

- Arms the engine fire bottles for discharge.
- Silences the warning bell.
To discharge a fire bottle into the engine, rotate the fire handle to the left or right. If the fire
is not extinguished in 30 seconds, rotate the fire handle in the opposite direction to discharge
the remaining bottle. The only indication that a fire has been put out is the elimination of the
fire warnings (ie. Fire handle is no longer illuminated).
APU Fire
The APU is continuously monitored for fire. If a fire is detected in the APU compartment, the
following actions occur:

- APU FIRE message is displayed on the EICAS.
- Fire Bell is activated.
- APU Fire handle illuminates red.
- The APU is automatically shut down.
The APU has its own fire extinguishing bottle. Pulling the APU fire handle arms this bottle for
discharge. Rotating the fire handle in either direction discharges the APU fire bottle. The only
indication that an APU fire has been put out is the elimination of the fire warning (ie. APU Fire
handle is no longer illuminated).

Wheel Well Fire

The wheel wells are continuously monitored for fire. If a fire is detected in the wheel well,
the following actions occur:

- WHEEL WELL FIRE message is displayed on the EICAS.
There are no fire protection devices installed to fight a wheel well fire. The only procedure
available is to lower the landing gear and land at the nearest suitable airport.
Cargo Fire
The forward and aft cargo compartments are monitored for fire. If a fire is detected in one of
these compartments, the following actions occur:

- CARGO FIRE message is displayed on the EICAS.
- FWD or AFT fire light on the Cargo Fire Panel illuminates.
There are three fire bottles available for use in the cargo compartments. The discharge of
these bottles is handled automatically once a discharge has been initiated. To fight a cargo
fire, press the illuminated ARM button on the Cargo Fire panel and then press and hold the BTL
DISCH switch. This initiates the automatic discharge of the fire bottles into the armed
compartment.

Engine Fire Protection Controls
1- Engine Fire Handle: Illuminates red if a fire is detected. To pull the handle out, press on
the center of the handle. To discharge bottle 1, press in the area of the minus sign. To
discharge bottle 2, press in the area of the plus sign.
2- ENG OVHT Light: Illuminates if an engine overheat condition is detected.
3- ENG BTL DISCH Light: Illuminates when the respective engine fire bottle is discharged.
APU Fire Controls
1- APU Fire Handle: Illuminates red if a fire is detected. To pull the handle out, press on the
center of the handle. To discharge the fire bottle, press in the area of either the plus or minus
sign on top of the fire handle.
2- APU BTL DISCH Light: Illuminates when the APU fire bottle is discharged.

Cargo Fire Controls
1- Cargo Compartment Arming Switch: Illuminates with FWD or AFT to indicated a fire in the
respective cargo compartment. Press to ARM the compartment for fire bottle discharge.
2- Fire Bottle Discharge Switch: Press and hold to discharge the fire bottles into the ARMED
cargo compartment(s). At least one cargo compartment must be ARMED for this switch to
function.
Fire System Test Buttons
1- Wheel Well Fire Test Button: Press and hold to initiate a test of the wheel well fire
detection system. A successful test results in:
- Illumination of the MASTER WARNING.

- Illumination of the FIRE light.
- WHEEL WELL fire EICAS message.
- STATUS messages are displayed.
2- 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.

- Illumination of the FIRE light.
- EICAS FIRE messages associated with each system.
- Illumination of all indicator lights associated with each system.
- STATUS messages are displayed for each system.

FLIGHT CONTROLS
FLIGHT CONTROLS
Flight controls on the 767 are broken down into two groups. Primary flight controls are the
elevators, ailerons and the rudder. Secondary flight controls are the leading edge slats,
trailing edge flaps, stabilizer trim, aileron trim, rudder trim, and the spoilers. Some of these
controls have an absolute requirement for hydraulic power to function. Others have
electrically powered alternate systems to serve as a backup.
Primary Flight Controls

The elevators, ailerons and rudder are controlled via the yoke, keyboard or the autopilot. 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. They receive
hydraulic power from all three hydraulic systems in a combination to provide redundancy in
case of partial hydraulic system failure.
If hydraulic power is completely lost due to a dual engine flameout, a Ram Air Turbine (RAT) in
the center hydraulic system is automatically deployed. The RAT provides sufficient hydraulic
power in the center system for movement of all primary flight controls. The RAT can be
deployed manually via an overhead panel switch if required. A minimum airspeed of 130 knots
is required for the RAT to function properly.
The ailerons have an inboard and an outboard control surface on each wing. The outboard
ailerons are locked out as speed increases. This limits the twisting moment on the wings at
higher airspeeds. The inboard ailerons droop when the trailing edge flaps are deployed. This
permits greater aileron control and lift during flap deployment. Aileron droop can be observed
on the flight control display on the STATUS page.
The distribution of hydraulic power to the primary flight controls is such that one hydraulic
system is capable of providing partial control to the essential control surfaces. The elevators
and rudder receive hydraulic power from all three hydraulic systems. The ailerons receive
hydraulic power as follows:
Left outboard aileron - Left and Right

Left inboard aileron - Left and Center
Right inboard aileron - Center and Right
Right outboard aileron - Left and Right
Secondary Flight Controls

The secondary flight controls are the leading and training edge flaps, stabilizer trim, aileron
trim, rudder trim and the spoilers. The spoilers have an absolute requirement for hydraulic
power for normal operation. There is no backup system for the spoilers. The flaps and
stabilizer trim are hydraulically powered and have electrically powered backup modes of
operation.
FLAPS
The leading edge slats and trailing edge flaps use hydraulic power from the Center hydraulic
system only. Flap position is selected by the flap handle on the pedestal or by the keyboard.
Flap positions are indicated on the flap indicator on the main panel and may be selected into
the following positions: Up, 1, 5, 15, 20, 25, and 30. Selecting flaps to 1 moves only the
leading edge slats into position. The trailing edge flaps begin to move with the selection of
flaps 5.
The normal takeoff flap setting is 15. Selection of flaps 5 for takeoff is available when
required for performance. The normal landing flap setting is 30. Flaps 25 may be used when
conditions require the use of a reduced flap setting (ie. High winds). Flaps 20 is used only for a
single engine emergency landing.

FLIGHT CONTROLS
A flap warning system monitors movement of both leading and trailing edge flaps when
selected. If the leading edge slats fail, a LEADING EDGE caution is activated. If the trailing
edge flaps fail, a TRAILING EDGE caution is activated. If either of these cautions is received,
the alternate flap system may be used to correct the flap malfunction.
Alternate flap controls are available to move the flaps electrically. The alternate flap controls
are located below the flap indicator on the main panel. Pressing the LE (leading edge) or TE
(trailing edge) buttons arms the respective flap system for electric operation. The flaps are
then moved into position using the selector switch.
Flap load relief is provided when flaps 30 are selected. If the airspeed exceeds the flaps 30
limit, the flaps automatically retract to 25 until the airspeed is reduced below the flaps 30
speed limit. Flap load relief is not provided when using the alternate flap controls.
STABILIZER TRIM
The stabilizer trim system is used by both the pilot and the autopilot to trim control forces on
the elevators during flight. This system uses hydraulic power from the left and center
hydraulic systems. The pilot moves the trim using the yoke or keyboard controls. The
autopilot moves the trim automatically when engaged in the CMD mode. Trim position
indicators are located on the pedestal next to the throttle quadrant.
A stabilizer trim warning system monitors the stabilizer trim for uncommanded 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. This is a so called “runaway
trim” condition. To correct this condition, two STAB TRIM CUT OUT switches located on the
pedestal are used to cut off hydraulic power to the stabilizer trim system.
Alternate stabilizer trim controls are available on the pedestal if the normal trim switches fail
to operate. Moving the levers labeled STAB and TRIM mechanically signals trim movement.
Hydraulic power is required for the stab trim to move using the alternate trim controls.
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. 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.
The spoilers are controlled by a spoiler handle on the pedestal or by using the keyboard. The
ARMED position provides for automatic spoiler deployment upon landing to facilitate the
transfer of aircraft weight from the wings to the landing gear (ie. Prevent a bounce). System
logic re-stows the spoilers if the aircraft becomes airborne again during a go—around. The
spoilers are automatically deployed regardless of position anytime the thrust reversers are
activated.
AILERON and RUDDER TRIM
The aileron and rudder trim controls can be found on the pedestal. These controls are used to
zero out undesired control forces in the ailerons and rudder.

FLIGHT CONTROLS
Flap Controls and Indicators
1- Flap Lever: Controlled via the mouse or the keyboard.
2- Flap Indicator: Left and Right pointers indicate actual flap position for both wings.
3- Flap Cautions: Illuminate when flaps are not in the commanded position.
LEADING EDGE - Leading edge slats malfunction.

TRAILING EDGE - Trailing edge flaps malfunction.
4- Alternate Flap Selector: Electrically positions flaps to the selected position. Selector is
active when TE and/or LE ALTN buttons are pressed. Flap load relief is not provided when
selecting flaps 30 via the alternate selector.
5- 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.
Note: When using the alternate flap system, the flap handle should be moved in agreement
with the alternately selected flap setting.
6- Spoiler Control Lever: Controls the movement of the spoiler on both wings. There are no
cockpit indicators to indicate spoiler position.
DOWN - All spoiler panels are flat on the wing.

ARMED - Spoiler system is armed to automatically deploy upon landing.
UP - Spoiler panels are fully raised.
- Spoilers are raised relative to the handle position when moved between the
ARMED and UP indexes.

FLIGHT CONTROLS
Stabilizer Trim Controls and Indicators
1- Stab Trim Indicator: Displays the current position of the stabilizer trim.
- The white index band moves to indicate the current stabilizer trim position.
- The green bands represent the normal takeoff trim setting range. A CONFIG warning is
generated if the trim is set out of this range and power is advanced for takeoff.
- The Stab Trim range is as follows:
Electric trim (normal): Flaps UP: 1.50 to 12.8 units.

Flaps Down: 0.25 to 12.8 units.
Manual (levers): 0 to 14 units (full range).
2- Stab Trim Cut-Out Switches: Used to stop a runaway trim condition.
NORM - Normal position of the switch which allows stab trim movement.
CUT OUT - Removes hydraulic power from the respective stab trim system.
3- Stab Trim Manual Control Levers: Movement of these levers with the mouse causes the
stabilizer trim to move in the commanded direction.
APL NOSE UP - Nose up trim.

APL NOSE DOWN - Nose down trim.

FLIGHT CONTROLS
Flight Control Indicators
Displayed on the lower EICAS STATUS page. The actual position of each flight control surface is
displayed.
AIL - Indicates the position of both inboard and outboard ailerons.

- Aileron droop is displayed as a split indicator (as shown above).
ELEV - Indicates the position of both left and right elevators.
RUD - Indicates the position of the rudder.
Aileron and Rudder Trim Controls
1- Aileron Trim Control Switches: Use the mouse to move the aileron trim left or right.
2- Aileron Trim Index: A simulator convention used to display the current amount of aileron
trim.
3- Rudder Trim Control Knob: Use the mouse to move the rudder trim left and right.
4- Rudder Trim Index: Displays the current amount of rudder trim.

FLIGHT CONTROLS
Flight Controls Normal Procedures
PREFLIGHT
Alternate Flap Selector – NORM
LE and TE Switches – ALTN not displayed
Stabilizer Trim – Set 4 units
Spoilers - DOWN
Throttles – CLOSED
Flaps – UP
STAB TRIM CUTOUT Switches – Guarded NORM
Aileron and Rudder Trim – Set 0
STARTING
After start:
Flaps – Set 5 or 15
Stabilizer Trim – Set 4 units or as needed
Flight Controls – Check proper movement on STATUS screen
IN FLIGHT
After takeoff:
Flaps - UP
Approach:
Flaps – Set as required when slowing (Set flaps 30 for landing)

Spoilers - ARMED
POSTFLIGHT
Flaps – UP
Spoilers – DOWN
Stabilizer Trim – Reset 4 units
Aileron and Rudder Trim – Reset 0

FLIGHT INSTRUMENTS
FLIGHT INSTRUMENTS
A combination of standard flight instruments and electronic flight instruments are used in the
767. The electronic instruments are part of the Electronic Flight Instrument System (EFIS).
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 EHSI and EADI are surrounded by standard flight instruments that are also
electrically powered. All of the flight instruments display information received from a
combination of sources that include the Air Data Computers (ADC), the IRUs, the FMC and the
AFDS.
Electronic Flight Instrument System (EFIS)

This systems consists of three symbol generators, two control panels, the EADI, and the EHSI.
The EADI and EHSI display information derived from the IRUs and the FMC. The IRUs provide
attitude, heading and track information while the FMC provides the MAP displays and route
data. If the primary data source for either instrument should fail, alternate sources of data
can be selected via the Instrument Source Selector Panel (ISS).
The symbol generators process and display the information received from all data sources on
the EADI and EHSI. Normally, the left symbol generator drives the left CRT displays and the
right symbol generator drives the right CRT displays. The center symbol generator is available
as a backup via the ISS in case of component failure. 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.
Using the EFI button on the ISS may restore the displays using the center SG.
Electronic Attitude Direction Indicator (EADI)

The EADI is the top screen in the instrument panel cluster. The EADI displays the following
information: Attitude indicator, Flight Director, Localizer, Glideslope, and AFDS mode
annunciations. It also contains other data such as ground speed, radio altitude, and a decision
height display. The left EADI is powered by the Left Main AC bus and the right EADI is powered
by the Right Main AC bus.
The information displayed on the EADI is dependant on alignment of the IRUs. Attitude data on
the EADI is not displayed when the IRUs are not aligned. When the IRUs are aligned in the NAV
mode, the attitude display appears along with the Flight Director (if selected ON). Normally,
each EADI receives data from the on-side IRU (ie. Left from left). In case of on-side IRU
failure, the center IRU may be selected to provide data to the EADI by pressing the IRS button
on the ISS of the affected side.
Electronic Horizontal Situation Indicator (EHSI)

The EHSI is the bottom screen in the instrument cluster. The EADI has selectable modes for the
display of the following information: FMC Route Map, FMC Route Plan, ILS compass, and VOR
compass displays. These modes are selected using the EHSI mode control panel. The left EADI
is powered by the Left Main AC bus and the right EADI is powered by the Right Main AC Bus.
The information displayed on the EHSI is dependant on alignment of the IRUs. Heading and
track data are not available when the IRUs are not aligned. When the IRUs are aligned in the
NAV mode, heading and track data appear along with FMC route data (if programmed).
Normally, each EHSI receives data from the on-side IRU and FMC. In case of on-side IRU or FMC
failure, 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.

FLIGHT INSTRUMENTS
Of all the EHSI modes available, the FMC MAP mode (shown above) is most commonly used for
all operations. 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. The heading at
the top of the EHSI displays the aircrafts track heading rather than the aircrafts magnetic
heading. The magnetic heading is displayed as a white triangle below the heading arc. The
magnetic heading offsets from the track heading if a crosswind exists. When using the HDG SEL
mode, the AFDS heading bug on the EHSI aligns with the magnetic heading marker. This
concept is shown in the figure above.
Standard Flight Instruments

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

FLIGHT INSTRUMENTS
EADI Display Summary

The EADI display comes in two configurations and can be changed using the Level-D Carrier
Options menu. The EADI on the left is the standard EADI. The EADI on the right is called the
Speed Tape EADI. Both EADIs are shown with a single cue flight director. Both EADIs have the
option to display a double cue flight director via the same Carrier Options menu.
1- Attitude Indicator and Airplane Symbol: Displays the current attitude of the aircraft. The
top of the airplane index represents the current pitch attitude. The white triangle at the top
of the attitude ball is the Sky Pointer. The Sky Pointer points to the current bank angle and
always points up toward the sky. The IRUs must be aligned for the attitude ball to display.
2- Flight Director Bars: Commands pitch and roll as indicated by the AFDS. Displayed only
with the FD switch ON. With the single cue flight director (displayed), fly the aircraft symbol
into the flight director bars and make adjustments to keep them closely matched. With the
double cue flight director, fly the aircraft to maintain the vertical and horizontal command
bars centered.
3- Pitch Limit Indicator (PLI): Displays anytime the flaps are not up. Indicates the pitch at
which stick shaker will occur (prior to a stall).
4- Localizer Deviation Scale: Displayed anytime an ILS frequency is dialed into the ILS
receiver. The rising runway symbol displays when the ILS frequency is in range. The runway
begins to rise at 200 feet AGL and continues to rise until meeting the airplane symbol at
touchdown.
5- Glideslope Deviation Scale: Displayed anytime an ILS frequency is dialed into the ILS
receiver.
6- Ground Speed Display: Displays current aircraft ground speed. On the Speed Tape EADI,
the current Mach speed is displayed as well.
7- Autothrottle Mode Display: (green) Displays the currently engaged A/T mode. Engaged
modes are as follows:
SPD - Speed. The autothrottle adjusts power to maintain selected airspeed.

FL CH - Flight Level Change. The autothrottle adjusts power for climb or descent.
THR HOLD - Throttle Hold. A/T is temporarily disengaged from the throttles.
IDLE - Power levers are commanded to idle.
GA - Go-around. Power is adjusted to maintain 2000fpm at the selected speed.

FLIGHT INSTRUMENTS
8- Vertical Mode Display: Displays engaged (green) and armed (white) vertical modes. The
armed mode replaces the engaged mode automatically when engaging parameters are met.
Armed Modes (white)
G/S - Glideslope is armed to capture (APP selected).

FLARE - Autoland flare mode is armed (multiple autopilot APP).
VNAV - VNAV is armed to engage automatically after takeoff.
Engaged Modes (green)
TO - Takeoff mode. 8° pitch up commanded.

SPD - Pitch is controlled to maintain airspeed (in FL CH mode).
ALT CAP - Altitude capture.
ALT HOLD - Altitude hold.
VNAV SPD - VNAV Speed.
VNAV PATH - VNAV Patch.
V/S - Vertical speed.
G/S - Glideslope tracking.
FLARE - Autoland flare maneuver.
GA - Go-around. Pitch is commanded for 2000fpm climb.
9- Lateral Mode Display: Displays engaged (green) and armed (white) lateral modes. The
armed mode replaces the engaged mode automatically when engaging parameter are met.
Armed Modes (white)
LOC - Localizer is armed for capture (LOC or APP mode).

BCRS - Localizer Backcourse is armed for capture.
LNAV - Lateral Navigation is armed to engage.
ROLL OUT - Autoland rollout mode is armed (multiple autopilot APP).
Engaged Modes (green)
TO - Takeoff mode. Wings level takeoff track is commanded.

HDG HOLD - Heading Hold.
HDG SEL - Heading Select.
LNAV - Lateral Navigation (FMC route tracking).
LOC - Localizer tracking.
BCRS - Back course tracking.
ROLL OUT - Autoland rollout maneuver.
GA - Go-around. Inertial track at engagement is commanded.
10- AFDS Status Display: (green) Displays the engaged AFDS mode.
FD - Flight Director ON.

CMD - Autopilot engaged.
11- Radio Altimeter and Decision Height Display: The Radio Altimeter (white) displays actual
aircraft height above the ground from 0 to 2500 feet. The Decision Height (green) is selected
on the ADI control panel (pedestal). The display turns amber and the GPWS “minimums” call is
made when the radio altitude reaches the displayed altitude.

FLIGHT INSTRUMENTS
12- Fast/Slow Indicator: (standard EADI) Indicates airspeed variances of +/- 10 knots between
actual airspeed and the AFDS commanded speed. S= too slow, F= too fast.
12a- ADI Speed Tape: (Speed Tape EADI) Displays a graphical representation of airspeed and
speed references as described below.
Note: Speed Trend Vector shows predicted airspeed in 10 seconds based on acceleration.
The minimum speed references are based on flap setting. Minimum speed is the airspeed
where stick shaker occurs. FMC references only display when programmed.

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

FLIGHT INSTRUMENTS
EHSI Map Display Summary
1- Distance Display: Distance to the active FMC waypoint.

2- AFDS Heading Bug: Indicates selected heading on the MCP.
3- Heading Pointer: Indicates aircraft magnetic heading.
4- Track (TRK) Indicator: Displays aircraft track heading.
5- Waypoint Arrival Time: Predicted active waypoint crossing time (in zulu).
6- Expanded Compass Rose: Compass data provided by the IRU.
7- VOR Symbol: A nearby VOR displayed when the NAVAID switch is ON.
8- Waypoint Symbol: A nearby waypoint displayed when the WPT button is ON.
9- Inactive Waypoint: (white) A navigation point on the active route.
9a- Route Data: Displays waypoint crossing altitude and ETA when RTE DATA button is ON.
10- Active Route: Displayed as a magenta line connecting all navigation points.
10a – T/C and T/D: FMC predicted Top of climb and Top of descent points.
11- Vertical Track Indicator (VTI): Displays deviation from the VNAV descent path. Calibrated
range is +/- 400 feet. Displayed only during a VNAV descent (after the T/D).
12- Runway Symbol: Runway selected for departure or arrival in the FMC.
13- Active Waypoint: (magenta) The waypoint the FMC is currently navigating to.
14- Airplane Symbol: The tip of the triangle represents current aircraft position.
15- Altitude Range Arc: Predicted point where the MCP selected altitude will be reached.
16- Auto-tuned Navaid: (green) A Navaid that has been tuned automatically by the FMC.
17- FIX Page Navaid: A Navaid entered into the FMC FIX page.
18- Wind Vector: Displays wind speed and relative direction to aircraft track.
19- FIX Page bearing/distance: FIX page Navaid with additional range and bearing data.
20- Track Line and Scale: Aircraft predicted track line with ½ selected scale range mark.
21- Airport Symbol: A nearby airport displayed when the ARPT button is ON.

FLIGHT INSTRUMENTS
EHSI VOR Display Summary
1- Distance Display: DME distance to the selected VOR.

2- ADF Needle: Displays when a valid ADF signal is received.
3- AFDS Heading Bug: Indicates selected heading on the MCP.
4- Heading (HDG) Indicator: Displays aircraft magnetic heading.
5- Track Pointer: Indicates aircraft track heading.
6- Course Deviation Indicator (CDI): Displays VOR deviation when a VOR signal is received.
7- Wind Vector: Displays wind speed and relative direction to aircraft heading.
EHSI ILS Display Summary
The data layout is the same as in the VOR displays, except that the CDI indicates deviation
from the localizer when a LOC signal is received. The glideslope indicator is displayed on the
right side of each display.

FLIGHT INSTRUMENTS
Airspeed Indicator
1- Mach Window: Displays current Mach speed. Window opens at .400 Mach and greater.
2- MMO/VMO Pointer: Displays the mach/airspeed limit above which an overspeed warning is
received.
3- AFDS Airspeed Command Bug: Displays the airspeed set on the MCP. If VNAV is in use, the
FMC commanded airspeed is displayed.
4- Airspeed Pointer: Points to the current indicated airspeed. Indications start at 60 knots.
The digital airspeed readout (labeled KNOTS) begins indicating at 30 knots.
5- Speed Bug Reset Button: Mouse click in this area resets all of the speed bugs based on FMC
information. On the ground, takeoff bug speeds are set (including the MCP airspeed)
depending on the “Airspeed bugs option” in the Level-D menu as follows:
Checked: V1, VR, V2 (command bug), Vref30+40, Vref30+80.

Un-Checked: V1, V2 (command bug), Vref30+20, Vref30+40, Vref30+60, Vref30+80
In the air, approach bug speeds are set depending on the “Airspeed bugs option” in the Level-D
menu as follows:
Checked: Vref30, Vref30+40 Vref30+80.

Un-Checked: Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80
6- Airspeed Reference Bug: For reference only, set manually by using the mouse click areas
along the right side of the airspeed gauge.
7- Speed Bug Click Areas: Click in the general areas indicated to set individual reference bugs.
This is a trial and error process since there are no markers on the actual gauge.

FLIGHT INSTRUMENTS
RDMI Display
1- DME Indicator: Displays the VOR DME for the respective VOR receiver. Displays “-------“ if
DME is not available.
2- Signal Pointers: Display the magnetic bearing to the selected VOR or ADF station.
3- VOR/ADF Selectors: Controls which signal is displayed by the respective needle. Placing
either selector to ADF displays the bearing to the active ADF station set in the pedestal.
4- Compass Rose: Aircraft magnetic heading is indicated under the white pointer. Heading
information is derived from the opposite side IRU (ie. Captains RDMI receives right IRU data).
Altimeter Display
1- 100 Foot Pointer: Rotates as altitude changes.
2- Altitude Readout: Indicates exact aircraft altitude in 20 foot increments.
3- Altimeter Setting: Use the BARO knob to set the altimeter (IN HG or MB).
4- Altitude Reference Bug: Use the knob to set an altitude reference. The bug is set for
reference only and is not connected to any systems.
5- Altitude (ALT) Alert Light: Illuminates when within 900 feet of the MCP selected altitude
prior to altitude capture. Extinguishes when within 300 feet of the MCP altitude. After
altitude capture, the light re-illuminates when altitude varies by more than 300 feet from the
MCP altitude. An aural warning is also generated.

FLIGHT INSTRUMENTS
Clock Display
1- Time Display: Indicates current simulator time. Time can be adjusted using the mouse
click areas on the window.
2- Elapsed Timer (ET) Control: Mouse click areas control the elapsed timer function.
(a) HLD – Hold function. This is the default position. If the ET is running, pressing this area
pauses the timer.
(b) RUN – Press the mouse click area to start the elapsed timer. When pressed, the
hours:minutes display in the ET/CHR window. The ET continues to operate unless reset or
held.
(c) RESET – Press to reset the ET to zero. The switch spring loads to the HLD position and
the ET window blanks out.
Note: The elapsed timer continues to function in the background when the chronometer is
in use.
3- ET/CHR Window: Displays the elapsed timer or the chronometer when either is active. The
chronometer displays on top of the elapsed timer if both are running simultaneously.
4- Chronometer Control Button: Press to start the timer function. The elapsed minutes are
displayed in the ET/CHR window and the elapsed seconds are displayed by the rotating pointer.
Press a second time to stop the chronometer. Press a third time to reset and clear the display.

FLIGHT INSTRUMENTS
Instrument Source Select Controls
1- Flight Director Source Selector: Selects the FCC used to operate the on-side Flight Director
bars. Normally set to the on-side position.
2- FMC Switches: Normally blank. When ALTN is displayed, switches the source data displayed
on the EFIS to the right FMC. Used in case of on-side FMC failure.
3- Electronic Flight Instrument Switch: Normally blank. When ALTN is displayed, switches the
on-side EFIS displays to the center symbol generator. Used in case of SG failure.
4- Inertial Reference System Switch: Normally blank. When ALTN is displayed, switches the
source data for the on-side instruments to the center IRU. Opposite side RMI is also switched
to the center IRU. Used in case of IRU failure.
5- Air Data Computer Switch: Normally blank. When ALTN is displayed, switches the on side
instruments to use data from the opposite ADC. Used in case of ADC failure.

FLIGHT MANAGEMENT SYSTEM (FMS)

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

CDU Display and Control

The display of FMC data on the CDU screen follows the following conventions. Data shown in
large type abeam an LSK is data that has been entered by the pilot or selected from the FMC
database. Data shown in small type abeam an LSK is prediction data calculated by the FMC.
All data pages in the FMC are structured similarly to the page shown on the left. Data is
structured vertically in left and right columns and line up with LSKs on both sides of the CDU.
The data page on the right side is the LEGS page and is used most often in normal operations.
Its data is structures horizontally such that waypoint information is shown across an entire line
of data. The LEGS page is explained in greater detail in later sections and is presented here as
an overview of CDU display conventions only.
1- Page Title: Identifies the data page displayed on the CDU. Different data displays are
selected by pressing the function keys.
2- Required Data Prompt: Data that is required by the FMC for proper operation is identified
on each page with box prompts. Data is entered into the scratchpad using the data entry keys
and is placed into the box prompts using the corresponding LSK. To delete an incorrect entry,
press DEL data entry key followed by the LSK abeam the incorrect data field.
3- Page Number: Identifies the current page and the number of data pages available. Cycle
through available pages using the NEXT and PREV PAGE function keys.
4- Optional Data Prompt: Optional data that is not required by the FMC for proper operation is
identified on each page with dashed prompts. To delete an incorrect entry, press the DEL data
entry key followed by the LSK abeam the incorrect data field.
5- 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. The predicted magnetic
track to each waypoint is displayed in small type. An exception is when a heading or specific
track is commanded by a procedure selected from the FMC database. The example above
shows a commanded heading (HDG) of 315° as part of a selected procedure.
6- Waypoint Distance: Distances between waypoints are displayed in small type.
7- Manually Entered Data: Data that has been manually entered by the pilot is displayed in
large type.
8- Predicted Data: Data that has been calculated by the FMC is shown in small type.
9- Page Prompts: At the bottom of each screen at the 6L and 6R positions are page prompts.
Pressing the corresponding LSK takes calls up a different page of data or performs the function
specified.

Keyboard Assist Mode

In order to facilitate FMC data entry, a keyboard assist (KA) mode is
available by pressing on an invisible mouse area on the CDU CRT next
to the 1L LSK. KA is displayed in the upper left corner of the CRT when
the keyboard assist mode is turned on. In KA mode, all computer
keyboard entries are sent to the CDU scratchpad. This mode is helpful
for entering multiple waypoints contained in a long flight plan.
To exit the KA mode, simply press the KA mouse click area a second time. Attempting to
control the simulator using keyboard shortcuts is not possible if the FMC is left in the KA mode.
Therefore, if the simulator is not responding to keyboard controls, check to ensure the FMC is
no longer in the KA mode.
Function Keys Overview

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

NAV RAD - Navigation Radio page. This page displays information about currently tuned
navigation radios.
PREV/NEXT PAGE - When pressed, cycles through pages on the CDU. A page counter is
shown on each CDU screen in the upper right corner (x/x). If more than one page of data is
available, pressing these keys switches between available pages.
Initialization/Reference Index Page (INIT/REF INDEX)

The INIT REF INDEX is available by pressing the 6L “<INDEX” prompt from the bottom of any
INIT REF page. The index page provides access to all of the FMC data pages used for preflight
and data reference. 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 - IDENT page is displayed.

Ground, IRU not aligned - POS INIT page is displayed.
Ground, IRU aligned - PERF INIT page is displayed.
In flight - APPROACH page is displayed.
Note: The TAKEOFF page is available through the INDEX or via the 6R LSK on the PERF INIT
page.
The following is a brief explanation of each INIT REF page available:
1- IDENT: The identification page shows information about FMC programs. It is the starting
point for preflight programming of the FMC.
2- POS: The position initialization (POS INIT) page provides for the entry and display of IRU
position data.
3- PERF: The performance initialization (PERF INIT) page is used to enter performance data
required for VNAV calculations.
4- TAKEOFF: The takeoff reference page (TAKEOFF REF) displays takeoff speeds and thrust
information.
5- APPROACH: The approach reference page (APPROACH REF) displays landing speeds and ILS
frequency information for the selected landing runway.
6- NAV DATA: The nav data page provides information on navigation fixes.

Identification Page (IDENT)
The IDENT page is the starting point for the preflight of the FMC. The data listed on this page
cannot be changed and is for reference only. Since many different models of 767’s exist, it is
important to confirm that the proper data has been loaded into the FMC. Check to be sure the
MODEL, ENGINES, and NAV DATA fields are correct for the aircraft.
To facilitate preflight data entry, the next page requiring data entry is prompted for at the 6R
LSK on all INIT REF pages. Pressing the “POS INIT>” prompt at the 6R LSK calls up the POS INIT
page without having to return to the index page.
Position Initialization Page (POS INIT)
The POS INIT page is used to enter aircraft position coordinates during alignment of the IRS.
The current FMC clock time is displayed but cannot be changed from this page. Second and
third POS INIT pages are available to check current FMC and IRS positions.
1- LAST POS: Last aircraft position in lat/long format is displayed. Pressing the 1R LSK
transfers the coordinates displayed to the scratchpad.
2- REF AIRPORT: This field accepts the four character ICAO airport identifier. Type the airport
ICAO code into the scratch pad and press the 2L LSK to enter data into this field.
3- REF AIRPORT POSITION: The lat/long coordinates of the REF AIRPORT are displayed here
when an ICAO code is entered at the 2L LSK. Pressing the 2R LSK when coordinates are present
transfers the coordinates displayed to the scratchpad.
4- SET IRS POS: These boxes are displayed when the IRS is in the ALIGN mode and present
position coordinates have not been entered. Pressing the 5R LSK when coordinates are present
in the scratchpad transfers the coordinates to the IRS during alignment. The coordinates
entered are displayed until IRS alignment is complete.
5- Preflight Prompt: Press to call up the next data page required for preflight.

Position Determination
The FMC accepts lat/long coordinates in the following format:
N----.-W-----.-
N----.-E-----.-
S----.-W-----.-
S----.-E-----.-
For example, pressing the 1R LSK on the pictured POS INIT page results in N4221.1W07100.7
being transferred to the scratchpad.
There are four methods available to determine the aircrafts position for coordinate entry
during IRS alignment:
1- LAST POS – Use the last position coordinates by pressing the 1R LSK to transfer the data into
the scratchpad.
2- REF AIRPORT – Use the airport coordinates by pressing the 2R LSK (when data is shown) to
transfer the data into the scratchpad.
3- Charted Coordinates – Third party simulator charts often list coordinates for airport gates.
If parked at a gate with known coordinates, these can be manually entered into the scratchpad
and used for IRS alignment. The coordinates entered must be in the format shown above.
4- <SHIFT><Z> Feature – Pressing this key combination displays the aircrafts exact position
across the top of the simulator window. The following is an example of what is displayed and
what should be entered into the CDU scratchpad:
The coordinates displayed by FS2004 need to be formatted into the format acceptable to the
FMC. Notice that “.61” is rounded to “.6”. Also, the W coordinate of “73” is entered as
“073”. This is important since entering “W7346.6” generates an error message. Adding a
leading “0” is not required when the longitude is 100 or above. For example, W101*46.61
would be formatted as W10146.6 in the FMC.

Position Reference Pages (POS REF)
From the POS INIT page, two other pages of data are available by pressing the NEXT or PREV
PAGE function keys. The position reference (POS REF) pages display the current positions of
the FMC and the IRUs.
The FMC position is normally determined using the weighted average of the three IRU positions.
If an IRU fails, the FMC reverts to using the on-side IRU for position determination. If the on-
side IRU is not available, the FMC uses the center IRU for position determination.
The IRU position is updated using VOR DME information when available during flight. If a radio
update is not available, the FMC position is the same as the IRU position. If the FMC position
has not been radio updated within 12 minutes, an IRS NAV ONLY message is displayed in the
scratchpad. If this message is displayed, check that both NAV radios are set to AUTO so that
the FMC can auto-tune the radios to receive an update.
1- FMC Position: The current position of the FMC is displayed here. The source used to
determine the FMC position is indicated in brackets.
(RADIO) – FMC position is calculated from radio and IRU data.

(IRS) – FMC position is calculated with IRU data only.
2- IRS Position: The current IRS position being used by the FMC is displayed here. The IRUs
being used to calculate the IRS position is indicated in brackets.
(3) – IRS position is the weighted average of all three IRUs.

(L) – Only the left IRU is used for position data.
(C) – Only the center IRU is used for position data.
(R) – Only the right IRU is used for position data.
3- Radio Position: Displays the current position as determined by the tuned radios.
4- Radio Update Stations: Displays the radio station identifiers used to determine the radio
position.
5- L/C/R IRS Position Display: Displays the current latitude/longitude positions and ground
speed for the respective IRU.
6- Bearing/Distance Display: Pressing the 6R LSK displays the IRS position data in
bearing/distance format relative to the current FMC position. When information is displayed in
the BRG/DIST format, the 6R LSK prompt changes to “LAT/LON>” to switch the display back to
the latitude/longitude display format.

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 VNAV is to be used.
1- Gross Weight: 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: 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 next data page required for preflight.

Takeoff Reference Page (TAKEOFF REF)
The TAKEOFF REF page is used to enter flap and thrust information for FMC takeoff
performance calculations.
1- Takeoff Flaps: Takeoff flap setting is entered here. Valid entries are 5, 15, and 20. Flaps
15 is 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: 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. It is impossible to provide proper
guidance for every runway available in FS2004. Therefore the use of reduced thrust
settings is pilot 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- Runway/Position: 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 is the 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.
4- Takeoff Reference Speeds: 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.
5- Takeoff Gross Weight: Accepts a manually entered value that has no bearing on FMC data.
6- Preflight Status: The status of FMC preflight programming is displayed here.
INCOMPLETE - 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.
COMPLETE - All required data has been filled in for proper FMC operation.

Takeoff Reference Page 2
This page contains secondary performance and reference data.
1- Wind: Airport wind and speed may be entered here. Entry is XXX/xx where XXX is magnetic
direction and xx is speed in knots.
2- Runway 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: Runway slope and condition information can be entered here. The
slope 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: The height at which VNAV begins to accelerate after takeoff is
entered here. The default acceleration value is 1000. Valid entries are from 400 to 9999 feet.
5- Limited Takeoff Gross Weight: The maximum gross weight of the aircraft is displayed here.
6- Reference Temperature: The outside air temperature on which takeoff performance is

based is displayed here.

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. Approach reference data is displayed and
updates automatically based on aircraft weight.
1- Gross Weight: The FMC automatically calculates the gross weight of the aircraft. This value
may be manually entered if the gross weight is not shown or is incorrect.
2- Approach Reference Speeds: Approach Vref speeds update automatically when a weight is
entered into the GROSS WT field. Flaps 25 and 30 are normal flap landing speeds. Flaps 20 is
the landing speed used for single engine operations.
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 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 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. Entries in
this data field have no effect on other performance data.

Route Page (RTE)

The flightplan to be used by the FMC is entered on the route page. A route is made up of
connected waypoints that the FMC can navigate toward. The connection of these waypoints
creates the flight path to be followed when engaging the AFDS in the LNAV mode.
The Route page is displayed by pressing the RTE function key. The FMC is capable of storing
two routes: RTE 1 and RTE2. Only one route can be activated at a time while the inactive
route remains stored in memory. When working with an inactive route, the waypoints are
drawn on the EHSI and connected with a blue dashed line. The waypoints in the active route
are drawn full time on the EHSI and connected with a magenta line. 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 following page
titles are possible: (X=1 or 2)
RTE X - The route displayed is an inactive route. The “ACTIVATE>” prompt is shown
at the 6R LSK. The route is drawn on the EHSI with a blue dashed line.
ACT RTE X - The route displayed is the active route. The route is drawn on the EHSI with a
solid magenta line.
MOD RTE X - The route displayed is active, but has a modification to it that needs to be
executed before the changes become active. The modified portion of the
route is drawn on the EHSI with a blue dashed line.
Route Page 2 is accessed by pressing the NEXT PAGE function key. The entry of waypoints and
airways is made from this page. When the page is full of waypoints, a new RTE page is created
for continued route programming. Moving between RTE pages is accomplished using the NEXT
and PREV PAGE function keys.
When working with an inactive route, changes made on the RTE pages do not require
execution. When working with an active route, any changes made on the RTE pages require
execution with the EXEC key before becoming active.
1- Origin: Enter the 4-letter ICAO identifier for the departure airport. Making an entry in this
data field on the ground clears the programmed route. Entry is inhibited in flight. This field is
automatically filled when loading a flight plan using the CO ROUTE feature.
2- Departure Runway: Enter the departure runway for the origin airport. This field is
automatically filled when using the CO ROUTE feature. The departure runway can also be
selected using the DEPARTURES page. The runway selected must be in the nav database.
3- Destination: Enter the 4-leter ICAO identifier for the arrival airport. This field is
automatically filled when loading a flight plan using the CO ROUTE feature.
4- Flight Number: Optional entry of the flight number can be made here. The flight number
(if entered) displays on the PROGRESS page.
5- Company Route: Enter the name of a saved flight plan to automatically load a pre-
programmed route. Saving routes in the FMC is discussed later in this chapter.
6- Activate Prompt: Pressing the 6R LSK arms the displayed route for activation. Pressing the
illuminated EXEC function key activates the route. To cancel activation (prior to pressing
EXEC), use the “<ERASE” prompt that appears at the 6L LSK. This cancels the activation, but
does not clear the programmed route.
7- TO Column: The entry of waypoints is made in the TO column. Valid waypoint entries
include fixes, navaids, airports, runways, and special waypoints (see Valid Waypoint Types in
the next section for examples).
To make a waypoint entry, type the name into the scratchpad and press the LSK abeam the
dashed prompts in the right hand column. Anytime box prompts are displayed in the TO
column, a waypoint entry is required. This occurs anytime an airway entry is made in the VIA
column. When waypoints are entered into the TO column without an airway entry in the VIA
column, the word DIRECT appears in the VIA column.
8- VIA Column: The entry of airways is made in the VIA column. To enter an airway, a starting
waypoint must be entered in the TO column. The airway name is then entered in the VIA
column on the next line down from the starting waypoint. Box prompts open up in the TO
column because an ending waypoint on the airway is required to complete the programming.
Consider the following route programming example: RBV..J64..RAV
This example shows a Jet airway being programmed. The same entry method is used for
Victor, Amber, Upper and other types of airways. The only difference is the starting letter.
If an incorrect entry is made when programming an airway, an INVALID ENTRY message is

generated in the scratchpad. If the ending waypoint is not entered in the box prompts, the
airway entry is deleted automatically upon execution.
Other data is displayed automatically in the VIA column. When making waypoint to waypoint
entries in the TO column, the word DIRECT appears in the VIA column. When selecting a
departure or arrival procedure from the nav database (using DEP ARR key), the name of the
selected procedure is shown in the VIA column.
9- RTE X Prompt: (X=1 or 2) Press the 6L LSK to switch between the display of RTE 1 and RTE
2. Switching between routes has no affect on the active route. Modifications to the inactive
route have no affect on the active route. To activate the inactive route, press the
“ACTIVATE>” prompt at the 6R LSK followed by the EXEC key. The previously active route
remains in memory as the inactive route.

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 types can be entered into the LEGS page as well.
Published Waypoints – Enter the name of the waypoint as it appears on a chart. Examples
include: NEION, HOPCE, CORDS, DARBO.
VOR – Enter the identifier for the navaid as shown on a chart.

Examples include: JFK, LGA, CRI, RBV.
NDB – Enter the identifier for the NDB as shown on a chart.

Examples include: LG, UR, OGY.
ILS – Enter the identifier for the ILS frequency as shown on a chart.
Examples include: IHIQ, IJFK, ITLK, IRTH.
ICAO Airport – The 4-letter ICAO airport identifier can be used as a waypoint.
Examples include: KJFK, KLGA, KEWR, CYVR.
Intersections – (place bearing/place bearing) The intersection of two radials can be

entered. For example, the intersection of the JFK 180° radial and the CYN 100° radial is
entered as JFK180/CYN100. When entered, the FMC displays the waypoint as JFKxx, where
xx is an FMC assigned number.
DME Distances – (place bearing/distance) A distance from a waypoint along a specified

radial can be entered. For example, a waypoint for the JFK 190° radial 25 DME is entered
as JFK190/25. When entered, the FMC displays the waypoint as JFKxx, where xx is an FMC
assigned number.
Along Track – A waypoint can be placed on the current FMC route that is defined as a
distance from an on-route waypoint. Consider a route with waypoints called NEION,
HOPCE, CORDS, DARBO. To place a waypoint along the route that is 5 miles prior to
HOPCE, enter HOPCE/-5 and select the LSK abeam the HOPCE waypoint. This creates a
waypoint called HOPxx (xx is FMC assigned) that is 5 miles prior to HOPCE on the same
route track. To add a point that is 5 miles beyond HOPCE, enter HOPCE/5 and select the
LSK abeam the HOPCE waypoint. This creates a waypoint called HOPxx that is 5 miles
beyond HOPCE on the same route track.
Latitude/Longitude – Entry follows the same conventions described for IRS initialization
(in the POS INIT section). The coordinates are formatted as X----.-X-----.- where
X is N/S/E/W. For example, N4700.0W04000.0 is a valid entry. The leading zero’s are
required for lat/long entries. The trailing zero’s are optional when the lat/long are whole
degrees. The previous example can be entered as N47W040. When entered, the FMC
displays the waypoint as WPTxx, where xx is an FMC assigned number.
Conditional Waypoint – 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.
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.

Departure and Arrival Page (DEP ARR)

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

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

select an APPROACH transition, press the LSK abeam the transition name. If a previously
selected STAR is runway specific and an approach is selected that does not apply to the
selected STAR, the STAR is automatically de-selected.
Available RUNWAYS are listed in the right column after the available approaches. Selection of
a runway is not required when selecting an approach procedure since the runway selection is
automatic. Selection of a runway without an approach procedure is done by pressing the LSK
abeam the runway name. When a runway selection is made, a RWY EXT prompt displays at the
3R LSK. When a value is placed in the displayed data box, a waypoint is automatically created
on the runway inbound course at the distance specified. Valid distance entries are from 1.0 to
25.0. The FMC adds a waypoint called RXxxx, where xxx is the runway name.

1- STAR Name: Press the LSK abeam the STAR name to add the STAR to the route. The <SEL>
prompt indicates a selected STAR that has not been activated. <ACT> is displayed for an
activated STAR.
2- STAR Transitions: STAR transition procedures (if available) are displayed when a STAR is
selected. Press the LSK abeam the TRANS name to add the STAR transition to the route.
3- Approaches/Runways: Available approaches and runways are listed in this column. Press
the LSK abeam the approach or runway name to add it to the route. If an approach is selected,
the runway is automatically selected. The <SEL> prompt indicates a selected approach or
runway that has not been activated. <ACT> is displayed for a currently active approach and/or
runway.
4- Approach Transitions: Approach transition procedures (if available) are displayed when an
approach is selected. Press the LSK abeam the TRANS name to add it to the route.
5- INDEX Prompt: Press the 6L LSK to display the DEP/ARR INDEX page. When working with an
active route, an “<ERASE” prompt is displayed any time a selection is made.
6- ROUTE Prompt: Press the 6R LSK to display the route page being programmed.
Route Discontinuity
A route discontinuity exists when two waypoints are not connected by an airway or direct entry
in the VIA column on the RTE page. Multiple discontinuities are possible within the route. To
close a route discontinuity, line select a waypoint below the discontinuity and place it in the
discontinuity boxes in the TO column. If working with the active route, press the EXEC key to
activate the changes.
A discontinuity most often occurs when a SID, STAR, approach or runway is added to the route.
In the above example, the PELUE2 SID was selected which resulted in a discontinuity between
the last waypoint of the SID and the first route waypoint. The continuity was closed by
pressing the LSK abeam RBV and then pressing the LSK abeam the discontinuity boxes.
Discontinuities are mirrored on the LEGS pages (explained below) and are resolved in the same
fashion.

LEGS Page (LEGS)

The LEGS page lists all waypoints for a route programmed into either RTE 1 or RTE 2. The
waypoints are arranged in their proper flight planned sequence. Also, waypoints that are part
of a procedure or airway entry on the RTE page are listed individually on the LEGS page.
Pressing the LEGS function key displays page 1 of the active LEGS page. From this page,
waypoints in the route can be managed when navigating via LNAV. Also, waypoint speed and
altitude constraints for VNAV operation are entered from this page.
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. Also, the entry of airways
is not possible on the LEGS page since waypoints are listed individually. Airway entry is only
possible on the RTE page.
1- LEGS Page Title: Indicates the status of the displayed route as follows: (X= 1 or 2)
RTE X LEGS - The route displayed has not been activated. An “ACTIVATE>” prompt is
shown at the 6R LSK. The route is drawn on the EHSI with a blue dashed line.
ACT RTE X LEGS - The route displayed is the active route. The route is drawn on the EHSI
with a solid magenta line.
MOD RTE X LEGS - The route displayed is active, but has a modification to it that needs to
be executed before the changes become active. The modified portion of the route is
drawn on the EHSI with a blue dashed line.
2- Leg Heading: Displays the direction to the waypoint as a magnetic course (xxx°), heading
(xxx° HDG), or track (xxx° TRK). All headings between waypoints are calculated great circle
leg headings. Special procedures are displayed here as well (ex. HOLD AT).
3- Waypoint Name: The waypoint name is displayed abeam each LSK starting at the 1L
position. The waypoint information displayed at the 1L LSK on the first page represents the
active leg. Waypoints can be added, deleted, and re-sequenced using the LSKs abeam each
waypoint. Route discontinuities are displayed as boxes in the waypoint name space.
Waypoints with brackets are conditional waypoints. The condition is contained in the bracket
and the lateral command contained in the Leg Heading display. 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.
4- Waypoint Distance: The distance between each waypoint is displayed here. For the active
waypoint, the distance displayed is from the aircrafts current position to the active waypoint.

5- Waypoint Speed/Altitude: Format is speed/altitude. Speed is displayed as airspeed or mach
(xxx or .xxx). Altitude is displayed in thousands or as flight levels (xxxxx or FLxxx). Small type
data represents FMC waypoint crossing predictions based on performance data. Large type
data are speed and/or altitude VNAV crossing constraints for the waypoint.
The FMC uses these constraints to calculated the VNAV climb and descent profiles. The
constraints entered are handled as climb or descent constraints depending on phase of flight.
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. Any constraints entered after
the CRZ ALT has been reached are considered descent constraints.
Waypoint crossing constraints may be entered manually or automatically (by procedure).

Constraints are entered manually by typing the airspeed/altitude constriction into the
scratchpad followed by the right side LSK abeam the desired waypoint. Constraints are filled in
automatically when they are part of a selected SID, STAR or approach procedure. To delete a
constraint, press the DEL data entry key followed by the right side LSK abeam the constriction
to be deleted.
A waypoint altitude constraint may be entered with or without an airspeed constraint. To

enter an altitude constraint without an airspeed constraint, type the altitude into the
scratchpad (format XXX, XXXX, 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) – Cross at the exact altitude. (ex. 7000 = cross at 7000)

A – Cross at or above the altitude. (ex. 7000A = cross at or above 7000)
B - Cross at or below the altitude. (ex. 7000B = cross at or below 7000)
A and B – Cross in between two altitudes.
(ex. 11000B10000A = cross between 11,000 and 10,000 feet)
Individual data entries into the right side LSKs that are not separated by a “/” are assumed to
be altitude constraints. Data entries separated by a “/” are assumed to be a combination
airspeed/altitude entry. The format is “xxx/XXXXX”, where xxx is airspeed and XXXXX is
altitude. The format to enter an airspeed constraint only is “xxx/”.
Cruise speed and altitude predictions are shown for all waypoints after the cruise altitude set
in the PERF INIT page has been reached. Cruise altitude predictions are based on performance
calculations resulting from the STEP SIZE entered on the PERF INIT page. When the step size is
set to “0”, the altitude prediction will match the programmed CRZ ALT. When a step size is
specified, the altitude prediction displays the recommended cruise altitude based on
performance data and step size. The altitude prediction displayed will not match the CRZ ALT
when a step climb is recommended.
Cruise speed and altitude changes are not made through LEGS page entries. This is discussed in
the VNAV section of this manual.
6- 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. Switching between legs pages has no affect on the active route.
Modifications made on the inactive LEGS page have no affect on the active route. To activate
the inactive route from the LEGS page, press the “ACTIVATE>” prompt at the 6R LSK followed
by the EXEC key. The previously active route remains in memory as the inactive route.
7- 6R LSK Prompt: There are there possible prompts displayed at 6R:
RTE DATA – Press to display the route data page.

ACTIVATE – Press to activate the displayed route.
STEP – Displayed when the EHSI selector is set to MAP. Press to cycle through each
waypoint displayed on the EHSI. <CTR> is displayed for the waypoint that the
EHSI map is centered on.

LEGS Page Waypoint Management (LNAV)
Waypoint modifications made on the LEGS page allow LNAV to properly track the intended
route of flight. Waypoints can be added and deleted from the LEGS page as changes to the
flight plan are made. Additionally, the active waypoint can be changed to permit specific
inbound and outbound course intercepts. Discontinuities in the route can also be connected
from the LEGS page when working with pre-programmed departure, arrival and approach
procedures.
If the aircraft is within 2.5 miles of the active route, LNAV mode will engage and track the
route when selected on the MCP. If the aircraft is not in a position to join the active route, the
active waypoint must be modified on the LEGS page for LNAV to navigate toward it. This is
done one of two ways: Direct to a waypoint, or HDG SEL to intercept a course toward a
waypoint.
The following examples discuss the methods used to make LEGS page modifications. The
methods used to engage LNAV to follow a route are also discussed and demonstrated. The term
“line select” in these explanations refers to pressing the LSK abeam a waypoint.
Direct to Waypoint
The easiest way for LNAV to join a route is to fly directly to a waypoint in the LEGS page. This
is done by line selecting a waypoint into the active waypoint position (1L LSK of LEGS page 1).
The FMC calculates a direct course to the waypoint and displays the modification on the EHSI
with blue dashes. Pressing the EXEC function key and the LNAV button on the MCP causes the
AFDS to fly directly to the waypoint.
If the active waypoint is the desired Direct To Waypoint, press the 1L LSK one time to place the
waypoint name in the scratchpad. Then press the 1L LSK a second time to have the FMC draw
the new course line direct to the waypoint.
Consider the following example: RBV is the active waypoint and has been line selected twice
to redraw a direct course line.
Notice that the RBV waypoint is both the active waypoint and the modified waypoint with a
new course line drawn direct. . To complete the change and navigate direct to RBV, press the
EXEC function key and the LNAV button on the MCP.
If the Direct To waypoint is further down in the LEGS listing, press the LSK next to the desired
waypoint to transfer it to the scratchpad. Then press the 1L LSK of page 1 to make the
modification. It is important to use page 1 of the LEGS page because the active waypoint
position is the 1L LSK on that page. All waypoints between the currently active waypoint and
the newly selected down track waypoint are removed upon execution.

Consider the following example: The LEGS page from the previous example is still in use and
our clearance is now to fly direct to RAV. Press the 3L LSK to place RAV in the scratchpad
followed by pressing the 1L LSK. The result is shown below:
Notice that both SUZIE and RBV waypoints have been removed and a new course line has been
drawn direct to RAV. To complete the change and navigate direct to RAV, press the EXEC
function key and the LNAV button on the MCP.
A new waypoint can be designated as the Direct To waypoint. Type the name of the waypoint
into the scratchpad and press the 1L LSK on LEGS page 1. The FMC draws a course line direct
to the newly entered waypoint. 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.
Consider the following example: The LEGS page from the previous example is still in use and
our clearance is now to fly direct to ETX..RAV. Type ETX into the scratchpad and press the 1L
LSK on LEGS page 1. The result is shown below:
Notice that a route discontinuity is placed between the new waypoint and the existing route.
How to close the discontinuity is discussed below. Also, a course line direct to ETX has been
drawn. To complete this part of the clearance and navigate direct to ETX, press the EXEC
function key and the LNAV button on the MCP.
Clearing a Route Discontinuity
To clear a route discontinuity, line select a waypoint from below the discontinuity and line
select it to the discontinuity boxes.

Consider the following example: The LEGS page from the above example is still in use. The
previous clearance example is to fly to ETX (shown above) and then to RAV. Press the 5L LSK
to put RAV in the scratchpad followed by pressing the 2L LSK. The result is shown below:
Notice that ETX is now connected to RAV on the EHSI. Also, the RBV and SUZIE waypoints have
been removed. To complete the change and remove the discontinuity, 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. It is beneficial for
situational awareness to know when the aircraft is abeam these eliminated waypoints when
navigating on long direct route clearances. Anytime a route modification is made, an “ABEAM
PTS>” prompt is presented at the 4R LSK. Pressing the 4R LSK arms the abeam points feature.
When the route modifications are executed, the FMC creates abeam points on the new route to
indicate where the bypassed waypoints would have been. The abeam points created are
perpendicular to the bypassed waypoints.
Consider the following example: The LEGS page from the previous example is still in use. The
new clearance is to fly direct to the EWC waypoint. Press the 5L LSK to put EWC in the
scratchpad. Pressing the 1L LSK to go direct to EWC causes the “ABEAM PTS>” prompt to
display at the 4R LSK. Press the 4R LSK to select the abeam points feature. Press EXEC to
make the modifications active. The results are shown below:

Notice that when the ABEAM PTS> prompt is pressed, the word SELECTED appears. This
indicates that abeam points will be created upon executing the modifications. Also notice that
the FMC has created custom named waypoints for each waypoint bypassed by the direct to EWC
modification.
Route Copy (RTE COPY)
Anytime a modification is made on the legs page, the “RTE COPY>” prompt is presented at the
5R LSK. Pressing the 5R LSK prior to executing the modification places a copy of the currently
active route into the inactive route page. The contents of the inactive route page are
automatically updated with the current route waypoints.
The use of the Route Copy feature is helpful when making major changes to the currently
active route. If the previous route needs to be restored after executing the route
modifications, switch to the inactive route page and re-activate the previous route.
Consider the following example: The LEGS page from the previous example is still in use. The
EWC waypoint has been line selected to the 1L position. Press the 5R LSK to place a copy of
the currently active route into the RTE 2 pages. Press EXEC to make the changes and then
press the 6L LSK to switch to the RTE 2 LEGS display. The results are shown below:
Notice how the “RTE COPY>” prompt changes to “COMPLETE” when the 5R LSK is pressed. This
indicates that the route copy has been successful. Switching to the RTE 2 LEGS page after
executing the changes reveals that the previously active route is now stored in RTE 2.

Intercept Course To
This feature is used to create a specific inbound course to a waypoint for LNAV to follow. The
steps for waypoint selection are the same as those for creating a Direct To waypoint. The
specific intercept course is entered at the 6R LSK INTC CRS prompt. Pressing the EXEC key
creates the specific inbound radial on the EHSI and HDG SEL is used to fly toward the inbound
course. When the LNAV button is pressed, LNAV is armed for course interception upon reaching
the specified inbound course line.
Consider the following example: Using the LEGS page from a previous example, the clearance
is to fly a 270° heading to intercept the RAV 110° radial (290° inbound course) and track it
inbound. The first step is to put the AFDS in HDG SEL mode on a 270° heading. Then line
select RAV to the 1L position to make it the active waypoint. Then, type 290 into the
scratchpad and press the 6R LSK to specify the INTC CRS. Press EXEC to make the modification
active and PRESS LNAV on the MCP to arm it for course capture.
Notice that when the RAV waypoint is line selected to the 1L LSK that the INTC CRS prompt
displays 282 in small type. This is the FMC calculated direct course to RAV. When 290 is
entered, it appears in large type since it is a manually entered intercept course. When the
modifications are executed, the course listed for RAV shows as 290° and the course line is
drawn on the EHSI.
An intercept course may also be specified for a waypoint that is not on the active route. When
the new waypoint is line selected to 1L, the INTC CRS prompt displays with boxes for the entry
of a specific inbound course. If no course entry is made, the FMC assumes a direct course as
was demonstrated in a previous example using the ETX waypoint.

Waypoint Deletion
There are two methods to delete waypoints from the route. The first involves the use of the
DEL key to delete individual waypoints from the route. When this method is used, a route
discontinuity is presented in place of the deleted waypoint. The second involves changing the
waypoint sequence within the LEGS pages. All bypassed waypoints from the re-sequencing are
deleted upon execution without causing a route discontinuity. The only waypoint on the LEGS
page that cannot be deleted is the active waypoint.
Consider the following example using the DEL key: Delete the RBV waypoint. Start by pressing
the DEL data entry key. This places the word DELETE in the scratchpad. Now press the 2L LSK
abeam the RBV waypoint to delete it.
Notice that a route discontinuity has taken the place of the RBV waypoint. The discontinuity
can be closed by line selecting a waypoint from below the discontinuity line into the
discontinuity boxes.
Consider the following example of re-sequencing waypoints: After SUZIE fly direct to ESL. This
problem involves the deletion of three waypoints between SUZIE and ESL. The easiest way to
accomplish this is to line select ESL and place it below SUZIE. To do this, press the 5L LSK to
place ESL in the scratchpad. Press the 2L LSK to place ESL below SUZIE in the route. Now
press EXEC to make the modification active.
Notice that three waypoints were deleted with one action. Also, the modifications executed
had no affect on the active waypoint. This example could have been done using the DEL key
method, but that would require three separate deletions and a closing of the resulting
discontinuity.
Moving waypoints within a route is not limited to only those found on LEGS page 1. A Waypoint
may be line selected from any LEGS page and then line selected onto a different LEGS page.

Use the NEXT and PREV PAGE keys to move between LEGS pages. All bypassed waypoints,
including those on any skipped pages, are automatically deleted upon execution.
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. A route discontinuity is
placed after the added waypoint since the FMC does not make course assumptions after the
addition of a new waypoint.
Consider the following example: Add the waypoint BURNI into the route after RAV. Type
BURNI into the scratchpad followed by the 3L LSK to place it into the LEGS page below RAV.
Then line select EWC to the 4L position to close the resulting route discontinuity. Press EXEC
to make the modifications active.
Route Data Page (RTE DATA)

The route data page displays progress data for individual waypoints in the active route. The
page is accessed by pressing the “RTE DATA>” prompt at the 6R LSK of the LEGS page.
The Estimated Time of Arrival (ETA) and estimated fuel for each fix is displayed. In the WIND
column, a “W” indicates waypoint wind data has been entered for the respective waypoint.
The absence of a “W” indicates that no wind data has been entered for the respective
waypoint. Wind page data helps enhance the performance of VNAV.
Pressing the right side LSK of any waypoint calls up the waypoint wind data page. Wind data
can be entered for up to three altitudes. To enter wind data on the page, type an altitude
into the scratchpad and line select it to the 1L LSK. This drops the altitude into a list on the
left side of the page along with a DIR/SPD dashed prompt along the right side. Enter the wind

speed and direction for the altitude and line select it into the dashed prompts. Wind page data
entry has to be executed with the EXEC key to become active.
The dashed prompts at the 5R LSK of the wind page are for altitude/temperature information.
The known OAT for any altitude may be entered on this line. The FMC calculates the
temperature for the remaining altitudes based on a standard lapse rate.
Progress Page (PROG)

The progress page summarizes flight progress data for the active route. To access the progress
page, press the PROG function key on the CDU. The flight number (if entered) on the RTE page
is displayed in the title.
Progress Page 1
1- Waypoint: TO = Active waypoint, NEXT = Next route waypoint, DEST = Destination airport
entered in route page.
2- Distance To Go (DTG): Displays the distance to the active waypoint, between the active
and the next waypoint, and to the destination.
3- Estimated Time of Arrival (ETA): Displays the ETA for the respective waypoint and the
destination.
4- Fuel: Displays the estimated amount of fuel when arriving at each point.
5- VNAV Information: Displays the following information regarding VNAV status when
applicable:
TO T/C – Distance and time to reach the top of climb.

TO T/D – Distance and time to reach the top of the descent.
TO E/D – Distance and time to reach the final waypoint in the descent profile.
TO S/C – Distance and time to reach the step climb point.
6- Position Report Prompt: Pressing the 6L LSK displays the position report page. This page
presents progress page data organized in a standard format for ATC reports.

Progress Page 2
Press the NEXT PAGE function key to access this page.
1- Headwind/Tailwind: Displays the current headwind (H/) or tailwind (T/) component

relative to aircraft heading.
2- Crosstrack Error: Displays aircraft distance from the active route. In this example, the
aircraft is 0.4 nautical miles to the right of the FMC leg track.
3- True Airspeed: Aircraft true airspeed.
4- Fuel Data: Displays fuel used and fuel quantity information.
FUEL USED – Calculated fuel used by the LEFT and RIGHT engines are listed along with the
total (TOT) fuel used by both engines.
FUEL QTY TOTALIZER – Displays the amount of fuel indicated on the fuel gauges.
FUEL QTY CALCULATED – Displays the FMC calculated fuel remaining. This value is
determined using fuel flows for each engine subtracted from the total fuel quantity
indicated prior to engine start.
5- Wind: Actual wind at the aircrafts present position.
6- Crosswind: Displays the crosswind (Left or Right) component relative to the aircrafts
heading.
7- Vertical Track Error (VTK): Data is only displayed while on a VNAV descent. Deviations
from the calculated vertical path are registered here as above (+) and below (-) the path in
feet.
8- Static Air Temperature: Displays the static air temperature outside the aircraft.
FIX Page (FIX)

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

The example below creates an abeam point on the displayed route for the FJC fix:
The 5L data line displays the abeam point predictions. 206/21 is the radial and DME from the
fix that intersects with the current route. 1908Z is the predicted abeam point crossing time.
71 is the distance to the abeam point from the aircrafts present position. 10000 is the
predicted crossing altitude. Pressing the 5L LSK a second time transfers the coordinates for the
abeam point into the scratchpad. The example above shows how these coordinates have been
inserted into the route after the RBV waypoint.
HOLD Page (HOLD)

Pressing the HOLD key permits the programming of a holding pattern into the current route. If
a holding pattern is already programmed, pressing the HOLD key displays the holding page for
the first programmed holding pattern.
When the HOLD key is pressed and no holding pattern exists, the following is displayed:
1- HOLD AT data box: The name of the holding fix gets entered into these boxes. A waypoint
from the active route or a new waypoint may be entered into the data boxes. Line selecting a
waypoint in the active route and pressing the 6L LSK creates a holding pattern at the waypoint
and displays the holding page. The holding pattern is placed into the active route in sequence
with no route discontinuity.
If a new waypoint is entered into the HOLD AT data boxes, a scratchpad message “HOLD AT
XXXXX” is displayed (where XXXXX is waypoint). To place the holding pattern into the route,
press an LSK on the LEGS page abeam where the holding pattern should be placed. This action
displays the holding page for the waypoint and places the new waypoint into the route along
with a route discontinuity.
2- 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.
Defining the holding pattern
The HOLD page is where the holding pattern is described and modified. The holding pattern is
drawn on the EHSI and is followed by LNAV based on entries in this page. The HOLD page is
displayed when a holding waypoint is initially defined, or when the HOLD key is pressed with a
holding waypoint already defined. Since modifications to the HOLD page can affect the
aircrafts flight path, all modifications made must be executed by pressing the EXEC function
key. The following is a description of the holding page:

1- FIX: Displays the name of the holding fix.
2- Quadrant/Radial: Used as an alternate method to describe the holding radial on which the
holding pattern is based. Enter the desired holding radial into the scratchpad and press the 2L
LSK to re-define the holding pattern based on the entered radial. The quadrant, expressed as a
reference to a compass point, is automatically filled in with the entry of a radial. For
example, entering 160 into the scratchpad and pressing the 2L LSK displays “SE/160” in the
data line.
Note: The INBD CRS field automatically updates when an entry is made on this data line.
3- Inbound Course/Direction: This field automatically fills in with a direct entry holding course
and right hand turns when a holding waypoint is defined. If the waypoint is on the current
route, the inbound holding course is the inbound course to the waypoint along the route. To
change the inbound course, enter the new course into the scratchpad and press the 3L LSK. To
change the holding pattern direction, type “L” or “R” into the scratchpad and press the 3L LSK.
Note: Any data in the QUAD/RADIAL data field automatically updates when changes are
made to this data field.
4- Leg Time: Displays the length in minutes of the holding patterns inbound leg. The default
value is 1.0 at or below 14,000 and 1.5 above 14,000 when the holding fix is initially defined.
To redefine the leg time, type the desired time into the scratchpad and press the 4L LSK.
Note: If an entry is made in the LEG DIST field, this field is automatically cleared.
5- Leg Distance: Used as an alternate method to describe the size of the holding patterns
inbound leg. To redefine the inbound holding pattern leg using distance, type the desired
length in miles of the inbound holding leg and press the 5L LSK.
Note: The LEG TIME field is automatically cleared when a LEG DIST is defined.
6- NEXT HOLD Prompt: Permits for the definition of a holding pattern at another holding
waypoint. The HOLD AT data box is displayed at the 6L LSK when pressed. A new HOLD page is
created when additional holding waypoints are defined.
7- Speed/Target Altitude: Defines the speed and altitude for the holding pattern. This data is
used by the FMC to update performance data and to redraw the holding pattern accurately on
the EHSI. When the hold is initially defined, this field automatically fills with either prediction
data (small type) or waypoint speed and altitude constraints from the LEGS page (large type).
Manually entered data redefines the holding pattern and is displayed in large type. A valid
entry is XXX/xxxxx, where XXX is a speed and xxxxx is an altitude.
8- FIX Estimated Time of Arrival: The estimated time of arrival at the holding fix is displayed.
9- Expect Further Clearance Time: A manually entered time that is used by the FMC for fuel
and time predictions.
10 – Hold Available: Displays the amount of holding time available before the reserve fuel
amount is reached.
11- Best Hold Speed: Displays the recommended best holding speed based on aircraft weight
and altitude.
Exiting or deleting a holding pattern
To delete a holding pattern before reaching it in the route, simply delete the holding pattern
entry from the LEGS page in the same way described for waypoint deletion.
If already in the holding pattern, there are two methods available to exit the hold. Pressing
the EXIT HOLD Prompt at the 6R LSK arms the FMC to exit the hold. The holding pattern
continues normally until the holding waypoint is reached, at which time the hold is deleted and
the active waypoint changes to the next route waypoint. A more direct method to exit the
hold is to go direct to another waypoint. 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.
Navigation Radio (NAV RAD) Page

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.
1- VOR Tuning: The tuned frequency and status of the left and right VOR receivers is shown at
the 1L and 1R positions. Displayed for each radio are the frequency, tuning status, and navaid
identification. The tuning status indicates the following:
A – The radio is set to AUTO. The FMC automatically tunes the VOR.
R – The radio has been remotely tuned in the FMC.
M – The radio is set to MAN. Automatic and remote tuning are not available.
To remotely tune the VOR, type the frequency or identifier for a navaid into the scratchpad
and press the 1L or 1R LSK to tune it. To cancel a remotely tuned selection, press DELETE
followed by the respective LSK. Alternatively, type A into the scratchpad and press the
respective LSK.
In the example above, VOR L is tuned to 108.8, the radio is set to AUTO, and the VOR identifier
is BDR. VOR R is tuned to 117.7, the radio is set to AUTO, and the VOR identifier is CRI.
2 – Radial: Displays the current radial to the aircraft from the respective VOR station.
3- ADF Tuning: Displays the currently tuned ADF frequency. This frequency can be tuned
remotely by typing the frequency into the scratchpad followed by the 3L or 3R LSK.
4- ILS Tuning: Displays the currently tuned ILS frequency and course. PARK indicates that the
ILS tuner has no frequency tuned (displays ------ in the window). The frequency and course can
be tuned remotely by typing the frequency/course into the scratchpad followed by the 4L LSK.
The format is XXX.XX/xxx where XXX.XX is the frequency and xxx is the course.

Vertical Navigation (VNAV)
Climb, cruise and descent can be automatically handled through the use of VNAV in the FMC
and the VNAV function of the AFDS. Data entered into the PERF INIT pages is used by the FMC
to calculate the vertical performance of the aircraft. The climb and cruise prediction data
found on the LEGS pages is derived from this information. When waypoint descent constraints
are programmed into the LEGS pages for an arrival or approach, the FMC calculates a descent
path and generates descent predictions on the LEGS page as well.
Pressing the VNAV function key on the CDU calls up the active VNAV page. Three VNAV pages
are available for the climb, cruise and descent segments. The active page is determined by the
phase of flight. Prior to the top-of-climb (T/C), pressing the VNAV key displays the VNAV CLB
page. Between the T/C and the top-of-descent (T/D), pressing the VNAV key displays the VNAV
CRZ page. And after the T/D is reached, pressing the VNAV key displays the VNAV DES page.
All pages are available for viewing at any time by using the NEXT and PREV PAGE function keys.
When VNAV is the active AFDS mode, the EADI annunciates either VNAV SPD or VNAV PTH. The
VNAV SPD mode indicates that aircraft airspeed is being maintained through aircraft pitch.
This mode is engaged in a VNAV climb or a VNAV descent (in speed intervention mode). The
VNAV PTH mode indicates that the aircraft airspeed is being maintained using thrust. This
mode is engaged during all VNAV level offs and during a VNAV path descent.
VNAV Climb
The FMC builds a VNAV climb profile based on data entered into the VNAV CLB page and the
LEGS pages. VNAV is engaged after takeoff by depressing the VNAV MCP button. When VNAV is
engaged, the FMC commands for an acceleration to the limiting airspeed set in the FMC. The
FMC maintains the takeoff speed until reaching the acceleration height programmed in the
TAKEOFF REF page (1000 feet default). The FMC then commands for an airspeed acceleration
that is initially limited by flap retraction speed limits. When the flaps are up, the default
target airspeed becomes 250 knots or lower if restricted by a SID waypoint constriction on the
LEGS page. Passing 10,000 feet (default value), the target airspeed becomes either the
economy climb speed set by the FMC or a manually selected climb speed. The economy climb
airspeed is based on the cost index entered on the PERF INIT page.
All VNAV climbs are performed in VNAV SPD mode at the FMC commanded airspeed using
maximum available power as determined by the TRP. The TRP automatically enters a CLB
mode after takeoff when VNAV is engaged. The climb segment lasts until reaching the FMC
programmed cruise altitude.
Intermediate level offs during climb can occur in two ways: reaching a LEGS page altitude
constraint that is part of a SID, or encountering an AFDS MCP ALT set lower than the FMC cruise
altitude. When a LEGS page altitude constraint is encountered, the VNAV PTH mode is engaged
for the level off. The aircraft remains level until the constraint is cancelled upon passing the
constrained waypoint. The climb then continues in the VNAV SPD mode toward the FMC cruise
altitude. When encountering an MCP ALT set lower than the FMC cruise altitude, the AFDS ALT
HOLD mode is engaged and speed control is transferred back to the MCP. To continue the
climb in VNAV, the MCP ALT must be reset to a higher altitude and VNAV must be re-engaged
by pressing the VNAV MCP button.
Temporary airspeed changes needed during the climb can be handled using the “speed
intervention” mode on the AFDS MCP. Pressing the airspeed select knob opens up the airspeed
window on the MCP. The VNAV climb airspeed is now set by the MCP value. Pressing the
airspeed select knob a second time cancels speed intervention mode and transfers speed
control back to the FMC.
The top-of-climb (T/C) occurs when the FMC Cruise altitude is reached. A “T/C” symbol is
shown along the active route to denote the predicted top-of-climb point. When the T/C is

reached, the aircraft levels off in VNAV PTH mode and the VNAV Cruise page becomes the
active VNAV page.
VNAV Cruise
When the aircraft levels off at the FMC programmed cruise altitude, the VNAV PTH mode is
engaged and control over VNAV operation automatically switches to the Cruise page. When the
FMC cruise altitude matches the AFDS MCP ALT, VNAV PTH mode takes priority. This is the
reason that ALT HOLD mode does not engage in this situation.
The default cruise airspeed set by the FMC is the economy airspeed based on the cost index
entered on the PERF INIT page. The cruise speed can be changed by manually entering a new
airspeed in the cruise page, or by selecting long range cruise via the “LRP>” prompt on the
cruise page. Temporary airspeed changes can be handled using speed intervention mode as
described previously
Once the VNAV cruise altitude is reached, altitude changes during the cruise segment of the
flight are handled in cruise climb or descent mode. This mode is entered when a new cruise
altitude is entered in the FMC and the AFDS MCP ALT is set to match. The aircraft climbs or
descends to the newly selected altitude using VNAV SPD mode. When the MCP ALT is initially
set to a different altitude, the AFDS remains in the VNAV PTH mode until the FMC cruise
altitude is set to match. Also, if the FMC cruise altitude is set to a different value and the MCP
ALT remains the same, the aircraft remains level in VNAV PTH until the MCP ALT is set to
match.
Temporary airspeed changes needed during the cruise can be handled using the “speed
window on the MCP. The VNAV cruise airspeed is now set by the MCP value. Pressing the
The cruise phase continues until reaching the top-of-descent (T/D) point. This point denotes
when a descent for approach and landing begins. 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. When the T/D is reached, the VNAV
DES page becomes the active VNAV page.
VNAV DESCENT
The initial VNAV descent path is calculated from the T/D to the first waypoint altitude
constraint on the LEGS page. The initial path is calculated for IDLE thrust using the airspeed
set in the VNAV DES page. All subsequent descents are calculated as straight line descents
between LEGS page altitude constraints at the selected speed and required thrust. The
descent is accomplished in VNAV PTH mode.
In order for the aircraft to begin an automatic descent upon reaching the T/D, the MCP ALT
must be set to a lower altitude. If the aircraft reaches the T/D and the altitude has not been
reset, the AFDS enters ALT HOLD mode. To restore VNAV control over the descent, a lower
altitude must be selected on the MCP and the AFDS VNAV button must be pressed.
The default descent airspeed set by the FMC is the economy airspeed based on the cost index
entered on the PERF INIT page. The descent airspeed can be changed by manually entering a
new airspeed on the descent page. The descent speed is also changed by setting waypoint
airspeed constraints on the LEGS page. When a waypoint is encountered that has an airspeed
constraint, the DES page airspeed is changed to this new value. Temporary airspeed changes
can be handled using speed intervention mode as described previously. A descent in speed
intervention mode changes the active VNAV mode from VNAV PTH to VNAV SPD.

The descent to the first altitude restriction is accomplished at idle thrust. When the throttle
reaches idle during descent, the A/T enters THR HOLD mode. Descent airspeed is monitored by
the FMC to maintain +/- 15 knots of the commanded airspeed while on the descent path. If the
airspeed exceeds the set speed by more than 15 knots, a “DRAG REQUIRED” message is
generated in the FMC scratchpad. This indicates that speed brakes are required to slow the
aircraft down. If the airspeed is below the set speed by more than 15 knots, the A/T re-
engages in the SPD mode to add power.
Intermediate level offs during descent can occur in two ways: reaching a LEGS page altitude
constraint on a STAR/Approach, or encountering an AFDS MCP ALT set higher than the FMC
altitude constraints. When a LEGS page altitude constraint is encountered that requires a level
off, the VNAV PTH mode remains engaged for the level off. The aircraft remains level until
reaching the last waypoint having the same altitude restriction, at which point the VNAV PTH
descent continues to the next altitude constraint. If the MCP ALT is set higher than the
altitude constraints in the LEGS page, the AFDS enters ALT HOLD mode when the MCP altitude
is reached. To continue a VNAV descent, the MCP ALT must be reset to a lower value and the
AFDS VNAV button must be pressed.
After the T/D is reached, the EHSI displays a Vertical Track Indicator (VTI) on the right side of
the display. The VTI pointer indicates if the aircraft is high or low on the VNAV descent path.
The pointers range is +/- 400 feet. Progress page 2 also has a VTK ERROR line that displays the
exact vertical track error in feet.
Temporary airspeed changes needed during the descent can be handled using the “speed
window on the MCP. The VNAV descent airspeed is now set by the MCP value. Pressing the
The descent phase continues until reaching the end of descent at the destination airport. The
end of descent is normally the runway selected for approach. If a runway is not selected, the
E/D is the last waypoint on the LEGS page that has an altitude constraint.
VNAV Pages (CLB, CRZ, DES)

Pressing the VNAV function key on the FMC CDU displays the active VNAV page. The available
pages are climb (CLB), cruise (CRZ) and descent (DES). The page displayed when the VNAV
function key is pressed is dependant on the phase of flight. All three pages may be viewed at
any time by using the NEXT and PREV PAGE function keys.
VNAV CLB Page
The VNAV CLB page is primarily used during the climb segment to control airspeed when VNAV
is in use. The title of the VNAV CLB page indicates if the data displayed is active (ACT) or
modified (MOD). Additionally, if the AFDS is in speed intervention mode, the title changes to
“MCP SPD CLB” to indicate that speed is controlled via the MCP.
All modifications to CLB page data require execution with the EXEC function key prior to
becoming active. When modifications are made, an “<ERASE” prompt appears at the 6L LSK.
Pressing the 6L LSK prior to executing the changes erases all changed data and restores the
display of active data.
For VNAV to function, a CRZ ALT is required. All other data boxes are either optional or display
default FMC data.

1- Cruise Altitude: The cruise altitude entered on the PERF INIT page is displayed here. To
change the target cruise altitude, enter an altitude into the scratchpad followed by pressing
the 1L LSK. Valid entries for altitude are XXX, XXXX, XXXXX, and FLXXX. The altitude is
displayed in feet when below the TRANS ALT and as flight levels when above. Changes to the
cruise altitude on this page are carried over to all other pages that display CRZ ALT.
2- Speed Display: Displays the current target climb airspeed/Mach. ECON SPD is displayed
when economy speed is in use. SEL SPD is dispayed when a speed is manually entered. To
change the current climb speed, type an IAS or MACH speed into the scratchpad and press the
2L LSK. If the entry of both speeds is desired, the format is xxx/.XXX, where xxx is IAS and
.XXX is MACH. The FMC commanded airspeed is IAS until the MACH value is reached. To
restore ECON speed when SEL SPD is displayed, press the DEL data entry key followed by the 2L
LSK.
If speed intervention mode is in use, the title page changes to “MCP SPD CLB”. In this mode,
airspeed is controlled via the MCP and cannot be controlled on the VNAV CLB page.
3- Speed Transition: Displays the FMC transition airspeed and altitude. The FMC target climb
airspeed is limited to the value displayed until reaching the altitude displayed. The airspeed
limit is removed as the aircraft climbs through the altitude displayed. The default value is 250
knots until reaching 10,000 feet. This entry may be changed or deleted manually. To change
the entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) into the scratchpad and press the 3L
LSK. To delete the entry, press the DEL data entry key followed by the 3L LSK.
4- Speed Restriction: This is an optional field for the entry of an additional FMC climb speed
restriction to altitude. To make an entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) and
press the 4L LSK. When an entry is made, the FMC target airspeed is limited to the value
displayed until reaching the altitude displayed. To delete the speed restriction, press the DEL
data entry key followed by the 3L LSK.
5- Waypoint Altitude Constraint: Displays the next waypoint altitude constraint entered into
the LEGS page. If no altitude constraints are entered into the LEGS page, this field is blank.
When VNAV is engaged, the FMC commanded airspeed and altitude are constrained to the
values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX).
Consider the following example of how VNAV

climb is managed with waypoint constraints.
Airspeed and altitude climb constraints are
entered onto the LEGS page in the right column
of the waypoint data line. Data displayed in
small type are speed and altitude predictions
based on performance. Data displayed in large
type are speed and altitude constraints. The
constraints are entered manually or by
procedure. See the LEGS Page section of this
manual for an explanation of how to enter
manual speed and altitude constraints.

The example LEGS page shows that a speed and altitude constraint of 210/7000B has been
entered at the BAKRR waypoint. The FMC restricts the commanded VNAV speed to 210 knots
until BAKRR (notice that the airspeed prediction for WASTE is 210). The FMC also restricts the
VNAV climb to cross BAKRR at or below 7000 feet.
After passing BAKRR, the VNAV CLB page changes to “AT MINEY” and “8000” since the MINEY
waypoint has an altitude constraint of 8000 feet. The MINEY waypoint is not speed restricted
since the airspeed is displayed as 250 in small type. Therefore, after passing the BAKRR
waypoint, VNAV continues a climb to 8000 feet at 250 knots.
After passing MINEY, The VNAV CLB page changes to “AT BOACH” and “13000” since the BOACH
waypoint has an altitude constraint of 13000 feet or above. The BOACH waypoint is not speed
restricted since the speed is displayed in small type. 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).
Keep in mind that for a VNAV climb to continue at each waypoint, the MCP ALT must be set to
a higher altitude than that listed for a LEGS page constraint. If the MCP ALT is reached prior to
a LEGS page constraint, the AFDS levels off in ALT HOLD mode. In this case, the MCP must be
reset to a higher altitude and VNAV reselected on the MCP for a VNAV climb to continue.
6- Transition Altitude: Displays the altitude above which the FMC begins to list altitudes as
flight levels. This value may be manually changed by typing an altitude into the scratchpad
followed by pressing the 3R LSK.
7- Maximum Angle Speed: Displays the maximum angle of climb speed based on performance
calculations. This speed is for reference only and cannot be changed.
8- Engine Out Speed Prompt: When pressed, changes the page to display engine out data.
9- Climb Direct Prompt: When pressed, removes all speed and altitude climb constraints
entered into the LEGS page. If VNAV is in use, the FMC continues to climb until reaching the
CRZ ALT or the MCP ALT, whichever is lower.
VNAV CRZ Page
The VNAV CRZ page is used to control airspeed and altitude while in the cruise phase with
VNAV engaged. All airspeed and altitude changes are made from this page only. Cruise speed
and altitude changes are never made via the LEGS pages.
The title of the VNAV CRZ page indicates if the data displayed is active (ACT) or modified
(MOD). The title page changes to indicate the cruise speed selected as follows:
ECON - Economy cruise.

CRZ CLB - Cruise climb.
CRZ DES - Cruise descent.
ENG OUT - Engine out speed.
LRC - Long range cruise speed.
MCP - MCP is controlling speed.
M.XXX - Specific MACH speed that is manually entered.
XXXKT - Specific airspeed that is manually entered.
All modifications to CRZ page data require execution with the EXEC function key prior to

1- Cruise Altitude: The cruise altitude entered on the PERF INIT page is displayed here. To
change the cruise altitude, enter an altitude into the scratchpad followed by pressing the 1L
LSK. Valid entries for altitude are XXX, XXXX, XXXXX, and FLXXX. The altitude is displayed in
feet when below the TRANS ALT and as flight levels when above. Changes to the cruise
altitude on this page are carried over to all other pages that display CRZ ALT.
After reaching the cruise altitude in VNAV, all enroute changes in altitude prior to the T/D are
initiated by changing the cruise altitude on the CRZ page. Type the new cruise altitude into
the scratchpad and press the 1L LSK to change the CRZ ALT. Then, select the new target
altitude on the AFDS MCP. This initiates a VNAV cruise climb or descent to the new altitude. If
both altitudes (FMC and MCP) are not changed, VNAV continues in cruise at the previously
programmed altitude.
2- Speed Display: Displays the current target cruise speed. ECON SPD is displayed when
economy speed is in use. SEL SPD is displayed when a speed is manually entered. LRC SPD is
displayed when long range cruise is selected. E/O SPD is displayed when the engine out speed
is selected. To change the current cruise speed, type an IAS or MACH speed into the
scratchpad and press the 2L LSK. The format is XXX for IAS and .XXX for MACH. To restore
ECON speed when SEL SPD is displayed, press the “<ECON” prompt at the 5L LSK.
If speed intervention mode is in use, the title page changes to “MCP SPD CRZ”. In this mode,
airspeed is controlled via the MCP and cannot be controlled on the VNAV CRZ page.
3- Optimum and Maximum Altitudes: Displays the optimum and maximum cruise altitudes for
the aircrafts current gross weight based on FMC performance data.
4- 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.
5- ECON Prompt: Press the 5L LSK to change the speed display to economy speed.
6- Step Data: The STEP TO field displays the recommended step climb altitude based on the
step size. The AT field displays the point at which a step climb is recommended. In this
example, a step climb is not recommended until 1397 miles which is predicted to occur at
2154Z time.
7- Engine Out Prompt: Press the 5R LSK to select the engine out speed.
8- Long Range Cruise Prompt: Press the 6R LSK to select the long range cruise speed.
VNAV DES Page
The VNAV DES page is used to make modifications to the descent path. This page is primarily
used to make VNAV descent airspeed modifications. The title of the VNAV DES page indicates if
the data displayed is active (ACT) or modified (MOD). Additionally, if the AFDS is in speed

intervention mode, the title changes to “MCP SPD DES” to indicate that speed is controlled via
the MCP. If a specific descent airspeed or Mach has been entered, the page title changes to
reflect the manually entered speed.
All modifications to DES page data require execution with the EXEC function key prior to
1- End of Descent Waypoint: Displays the name of the waypoint in the LEGS page with the
lowest altitude constraint. This field is blank if no altitude constraints have been entered on
the LEGS page.
2- Speed Display: Displays the current target descent airspeed/Mach. This airspeed is used to
calculate the VNAV descent path. This speed is commanded by the FMC during the descent
until a lower speed is encountered as part of a LEGS page constraint.
ECON SPD is displayed when economy speed is in use. SEL SPD is displayed when a speed is
manually entered. To change the current descent speed, type an IAS or MACH speed into the
scratchpad and press the 2L LSK. If the entry of both speeds is desired, the format is .XXX/xxx,
where XXX is MACH and xxx is IAS. The FMC commanded descent airspeed is MACH until the IAS
value is reached. To restore ECON speed when SEL SPD is displayed, press the DEL data entry
key followed by the 2L LSK.
If speed intervention mode is in use, the title page changes to “MCP SPD DES”. In this mode,
airspeed is controlled via the MCP and cannot be controlled on the VNAV DES page.
3- Speed Transition: Displays the FMC transition airspeed and altitude. The FMC target
descent airspeed is limited to the value displayed at or below the altitude displayed. The
default value is 240 knots at or below 10,000 feet. This entry may be changed or deleted
manually. To change the entry, type xxx/XXXXX (xxx=airspeed, XXXXX=altitude) into the
scratchpad and press the 3L LSK. To delete the entry, press the DEL data entry key followed
by the 3L LSK.
4- Speed Restriction: This is an optional field for the entry of an additional FMC descent speed
restriction below an altitude. To make an entry, type xxx/XXXXX (xxx=airspeed,
XXXXX=altitude) and press the 4L LSK. When an entry is made, the FMC target airspeed is
limited to the value displayed at or below the altitude displayed. To delete the speed
restriction, press the DEL data entry key followed by the 3L LSK.
5- Waypoint Altitude Constraint: Displays the next waypoint altitude constraint entered into
the LEGS page. If no altitude constraints are entered into the LEGS page, this field is blank.
When VNAV is engaged, the FMC commanded airspeed and altitude are constrained to the
values entered on the LEGS page until reaching the displayed waypoint (AT XXXXX).

Consider the following example of how a
VNAV descent path is calculated with
waypoint constraints. Airspeed and altitude
descent constraints are entered onto the
LEGS page in the right column of the
waypoint data line. Data displayed in small
type are speed and altitude predictions
based on performance. Data displayed in
large type are speed and altitude
constraints. The constraints are entered
manually or by procedure.
The example LEGS page shows an altitude constraint of 17000 feet at CIVET. The T/D point
and VNAV idle descent path are calculated based on this first waypoint constraint. Since a
speed has not been specified at CIVET, the FMC target airspeed from the VNAV DES page is
shown as 300 in small type.
After passing CIVET, the VNAV DES page changes to “AT ARNES” and “12000” since ARNES
contains the next descent constraint of 280/12000. A VNAV path is calculated for a straight
descent between CIVET (at 17000 feet) and ARNES (at 12000 feet), such that ARNES is crossed
at 280 knots. Since no constraint has been entered for BREMR, the data displayed is prediction
data based on the calculated VNAV path between CIVET and ARNES.
After passing ARNES, the VNAV DES page changes to “AT SUZZI” and “9000”. A VNAV path is
calculated for a straight descent between ARNES (at 12000) and SUZZI (at 9000). The SPEED
TRANS of 240/10000 comes into play between these two waypoints since the FMC is predicting
an airspeed of 240 at SUZZI.
Keep in mind that for a VNAV DES to continue at each waypoint, the MCP ALT must be set to a
lower altitude than that listed for a LEGS page constraint. If the MCP ALT is reached prior to a
LEGS page constraint, the AFDS levels off in ALT HOLD mode. In this case, the MCP must be
reset to a lower altitude and VNAV reselected on the MCP for a VNAV descent to continue.
6- Descend Direct Prompt: This prompt displays after the T/D is reached. When pressed,
deletes all waypoint altitude constraints on the LEGS page between the current aircraft
altitude and the MCP altitude.
7- Descend Now Prompt: This prompt displays before the T/D is reached. When pressed,
begins a descent of 1250 fpm until reaching the calculated VNAV path. For the descent to
commence, the AFDS MCP altitude must be set to a lower value. The AFDS levels off at the
higher of the MCP altitude or the next FMC waypoint constraint.

Saving FMC Route DATA (RTE, SID, STAR, APP)

Waypoints listed in the LEGS pages may be saved in the FMC database. The waypoints may be
saved as a route to be used later, or they may be saved as part of a DEP/ARR database
procedure (SID, STAR, or approach). Pressing the MENU function key displays a menu with a
“SAVE ROUTE>” prompt at the 5R LSK.
Pressing the 5R LSK displays the SAVE ROUTE menu. The SAVE ROUTE menu has two pages that
display choices for classifying how the LEGS page data is to be saved. Use the NEXT and PREV
PAGE function keys to switch between pages. The waypoints found on the active LEGS page
are saved when using the SID, STAR and approach prompts. Waypoints found on the inactive
route page cannot be saved using the SID, STAR and approach prompts.
1- Save Route 1: Press the 1L LSK to save RTE page data and waypoints from RTE1 as a
flightplan. When pressed, a data line is displayed at the 5L LSK for entry of the flight plan
name.
Type the name of the flightplan into the scratchpad and press the 5L LSK. The flightplan name
can be any combination of up to 10 letters and numbers. The entry of more than 10 characters
generates an “INVALID ENTRY” message in the scratchpad. Once entered, press the “<SAVE
TO DISK” prompt at the 6L LSK to save the flightplan.
To recall a saved flightplan, enter the flightplan name into the CO ROUTE data field found on
the RTE page. This action automatically loads all saved route information and waypoints.
Notes:
-- If there are no legs present in RTE1, a “LEGS REQD” message is generated in the
scratchpad when the 1L LSK is pressed.
-- The route does not have to be activated to be saved.
-- When recalling the route using the CO ROUTE data field on the RTE page, do not add
the “.RTE” extension to the name.

2- Save Route 2: Press the 2L LSK to save RTE page data and waypoints from RTE2 as a
flightplan. The balance of the procedure is the same as described for RTE1 above.
3- Save LEGS as SID: Press the 3L LSK to save the waypoints listed in the active LEGS page as a
SID procedure for the departure airport shown on the RTE page. When pressed, a submenu is
presented to select the departure airport runway(s) to which the SID applies.
If the waypoints to be saved are for a SID that applies to all runways, no action is required
since “<ALL>” is the default selection. If the SID waypoints apply to 1 specific runway, press
the left side LSK abeam the desired runway. Type the desired name for the SID into the
scratchpad and press the 6L LSK to enter it. The name can be a combination of up to 10 letters
and numbers. Press the “SAVE TO DISK>” prompt at the 6R LSK to save the SID.
Notes:
-- Do not use this procedure to save multiple runway transitions for a single SID that shares
common waypoints. Doing so results in duplicate SID listings on the DEP page (see #8
for saving runway transition waypoints).
-- Do not save SID transition procedures using this procedure. Saving SID transition
procedures is explained in #5.
-- Only the active route waypoints are saved using this procedure.
-- When saving a SID, only those waypoints that are part of the main SID procedure should
appear in the LEGS page prior to saving.
-- Saved SIDs are available from the DEP page of the selected airport.
4- Save Legs as STAR or Approach: Press the 4L LSK to save the waypoints listed in the active
LEGS page as a STAR or approach procedure for the arrival airport shown on the RTE page.
When the 4L LSK is pressed and an arrival runway is not part of the active route, the waypoints
are saved as a STAR. The following data line appears at the 5L LSK:
Type the name of the STAR into the scratchpad and press the 5L LSK to enter it. The STAR
name can be a combination of up to 10 letters and numbers. Press the “<SAVE TO DISK”
prompt at the 6L LSK to save the STAR.

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

6- Save Star Transition: Press the 2L LSK to save the waypoints listed in the active LEGS page
as a STAR transition. When pressed, a submenu of STARs available for the active arrival airport
is presented.
This example shows one STAR already programmed. Select the STAR to which the transition
applies by pressing the LSK abeam the star name. Type the name of the STAR transition into
the scratchpad and press the 6L LSK to enter it. The name can be a combination of up to 10
letters and numbers. Press the 6R LSK “SAVE TO DISK>” prompt to save the STAR transition for
the selected STAR.
Notes:
-- A STAR must exist for the arrival airport in order to save a STAR transition. Save the
main STAR waypoints using the procedure in #4 before programming the transition.
-- When saving a STAR transition, only those waypoints that are part of the STAR transition
should appear in the LEGS page prior to saving. Do not include any main STAR
waypoints since they are already saved as part of the selected STAR to which the
transition applies.
-- Saved STAR transitions are displayed in the STAR TRANS column of the ARR page when
the STAR is selected.
7- Save Approach Transition: Press the 3L LSK to save the waypoints listed in the active LEGS
page as an approach transition. When pressed, a submenu of approaches available for the
active arrival airport is presented.
This example shows one approach already programmed. 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. The name can be a
combination of up to 10 letters and numbers. Press the 6R LSK “SAVE TO DISK>” prompt to
save the approach transition for the selected approach.
Notes:
-- An approach must exist for the arrival airport in order to save a STAR transition. Save
the main approach waypoints using the procedure in #4 before programming the
transition.
-- When saving an approach transition, only those waypoints that are part of the approach
transition should appear in the LEGS page prior to saving. Do not include any main
approach waypoints since they are already saved as part of the selected approach to
which the transition applies.
-- Saved approach transitions are displayed in the APPCH TRANS column of the ARR page
when the approach is selected.
8- Save Runway Specific SID Legs: Some SIDs have runway specific transition waypoints that
occur prior to the main SID waypoints. This prompt is used to save runway specific waypoints
for a SID with multiple runway transitions to common waypoints.
The name of the runway to which the runway specific waypoints apply must be entered into
the RTE page. Once the runway specific transition waypoints are entered on the active LEGS
page, press the 4L LSK to display the SID name selection submenu (shown previously in #5).
Press the LSK abeam the SID to which the transition applies to select it. Then press the “SAVE
TO DISK>” prompt at the 6R LSK to save the runway transition for the selected SID.
Notes:
-- A SID must exist for the departure airport in order to save a runway transition. Save the
main SID waypoints using the procedure in #3 before programming the runway
transition.
-- When saving a runway transition, only those waypoints that are part of the runway
transition should appear in the LEGS page prior to saving. Do not include any main SID
waypoints since they are already saved as part of the selected SID to which the runway
transition applies. Also, double check that the correct runway is entered on the RTE
page prior to saving the runway transition.
-- When a SID is selected from the DEP page, the runway transition waypoints are
automatically added to the SID based on the departure runway selected on the RTE
page.

FMC Database Programming Examples

The following examples show the steps involved in programming SIDs, STARs, and approaches
into the FMC database. The examples are made up from actual waypoints in and around KLAS.
It is recommended that a backup copy of the file “ProceduresDB.xml” be made so that the
example programming may be deleted easily by restoring the backup copy.
The FMC database procedures are stored in *.xml format. Those familiar with the xml format
can manipulate the data manually by opening this file in WordPad, Notepad, or any suitable
xml editor.
SID Programming Example
The following example shows how to program a SID. SIDs can be as simple as a single waypoint
with no transitions, or a more comprehensive procedure with multiple transitions. The
example below is a made up procedure called the JEBBB1 departure at KLAS. This is a
comprehensive SID with multiple transition elements.
All SIDs consist of one or more “main” procedure waypoints. In this example, the JEBBB and
ROPPR waypoints are the main procedure since they are common to all transitions. Program
the main part of the SID as follows:
1. On the RTE page, enter the departure airport. Enter KLAS since this procedure is made
up using waypoints in and around that airport. The entry of an arrival airport is optional.
2. On the LEGS page, enter ROPPR and JEBBB in their proper sequence and delete all other
waypoints.
3. Press the EXEC function key to activate the FMC changes.
4. Press the MENU function key followed by the 5R LSK to display the SAVE ROUTE menu.
5. Press the 3L LSK to save the LEGS as a SID.
6. This procedure is used by more than one runway, so <ALL> runway is used. No action is
required since this is the default selection.
7. Type JEBBB1 into the scratchpad and press the 6L LSK to name the SID.
8. Press the 6R LSK to save the SID.
The JEBBB1 SID is now part of the KLAS departure database. If these were the only two
waypoints for the SID, the programming would be complete. This is how a simple SIDs with no
transitions would be programmed.

Once the main SID waypoints are programmed, any existing transition procedures can be
programmed. This example has runway specific transitions used to join the main SID. Runway
specific procedures are not found at all airports. When they do exist, such as in our example,
they are programmed as follows:
1. On the RTE page, enter the departure airport and the specific departure runway for the
runway transition. In this example we will program the 25R transition. Enter KLAS and
runway 25R into the RTE page.
2. On the LEGS page, enter RBELL into the 1L position and delete all other waypoints.
5. Press the NEXT PAGE function key to display page 2.
6. Press the 4L LSK to save the LEGS as a SID runway transition.
7. Press the LSK abeam the JEBBB1 SID to select it.
8. Press the 6R LSK to save the runway transition.
To program the 25L runway transition, modify steps 1 and 2 to reflect runway 25L and PIRMO
for that transition. All remaining steps are the same.
A more common type of transition is an enroute SID transition that follows the main SID
waypoints. This example has two enroute SID transitions that occur after JEBBB. These
transitions are programmed as follows:
1. On the RTE page, enter the departure airport. This entry does not have to be made if
the departure airport is correct. We continue to use KLAS for our example.
2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints.
6. Press the 1L LSK to save the LEGS as a SID transition.
7. Press the LSK abeam the JEBBB1 SID to select it.
8. Type “HEC” into the scratchpad and press the 6L LSK to enter the transition name.
9. Press the 6R LSK to save the SID transition.
To program the remaining SID transition, substitute TNP for HEC in step 2. All remaining steps
are the same.
With the programming complete, the JEBBB1 SID can now be selected from the DEP screen for
KLAS. When the SID is selected, the main waypoints of ROPPR and JEBBB are added to the
LEGS page. If runway 25L or 25R is selected, the appropriate runway transition waypoint is
automatically added to the LEGS page. The optional HEC and TNP enroute transitions are
offered in the SID TRANS column. When selected, the appropriate enroute transition waypoint
is added to the LEGS page.
STAR Programming Example
The following example shows how to program a STAR. A STAR is broken down into the main
procedure waypoints and the optional transition waypoints. The example below is a made up
procedure called the CRESO1 arrival at KLAS.

All STARs consist of one or more “main” procedure waypoints. In this example, the DANBY and
CRESO waypoints are the main procedure since they are common to all transitions. Program
the main part of the STAR as follows:
1. On the RTE page, enter a departure and arrival airport. The arrival airport must be the
airport for which the STAR applies. We use KLAS in our example.
2. On the LEGS page, enter DANBY and CRESO in their proper sequence and delete all
other waypoints.
5. Press the 4L LSK to save the LEGS as a STAR.
6. Type CRESO1 into the scratchpad and press the 5L LSK to name the STAR.
7. Press the 6L LSK to save the STAR.
The CRESO1 STAR is now part of the KLAS arrival database. If these were the only two
waypoints for the STAR, the programming would be complete. This is how a simple STAR with
no transitions would be programmed.
Once the main STAR waypoints are programmed, any existing transition procedures can be
programmed. This example has two enroute STAR transitions used to join the main STAR
waypoints. These transitions are programmed as follows:
airport for which the STAR applies. This entry does not have to be made if the arrival
airport is correct. We continue to use KLAS in our example.
2. On the LEGS page, enter HEC into the 1L position and delete all other waypoints.
6. Press the 2L LSK to save the LEGS as a STAR transition.
7. Press the LSK abeam the CRESO1 STAR to select it.
8. Type “HEC” into the scratchpad and press the 6L LSK to enter the transition name.
9. Press the 6R LSK to save the STAR transition.
To program the remaining STAR transition, substitute DAG for HEC in step 2. All remaining
steps are the same.
With the programming complete, the CRESO1 STAR can now be selected from the ARR screen
for KLAS. When the STAR is selected, the main waypoints of DANBY and CRESO are added to
the LEGS page. The optional HEC and DAG transitions are offered in the STAR TRANS column.
When selected, the appropriate transition waypoint is added to the LEGS page.
Approach Programming Example
The following example shows how to program an approach procedure. Approach procedures
are broken down into the main approach, missed approach, and optional transitions. The main
and missed approaches are programmed together in one procedure. The optional transitions
are programmed separately. The following example is the ILS to runway 25R at KLAS.
The main part of the approach procedure consists of the two waypoints leading up to the
runway, the runway, and the missed approach procedure. Program the main part of the
approach as follows:

airport for which the approach applies. This entry does not have to be made if the arrival
airport is correct. We continue to use KLAS for our example.
2. On the LEGS page, enter the HAWKO and CONDY waypoints in their proper sequence and
delete all other waypoints.
3. Press the DEP ARR function key to display the KLAS ARR page. If the arrival page is not
displayed, use the INDEX prompt to select it from the DEP ARR index. It may be necessary
to press the EXEC key to reveal the DEP ARR INDEX prompt.
4. Press the LSK abeam runway 25R in the right column of the ARR page. Use the NEXT
PAGE function key if the runway is not displayed on page 1.
5. Press the LEGS function key to display the LEGS page and ensure that the runway
appears after the last entered waypoint.
6. On the LEGS page, insert BLD after the runway waypoint.
7. Enter optional crossing airspeeds and altitudes for any waypoints in the right column of
the LEGS page.
10. Press the 4L LSK to save the LEGS as an approach.
11. Type “ILS25R” into the scratchpad followed by pressing the 5L LSK to name the
approach.
12. Press the 6L LSK to save the approach.
The ILS25R is now part of the KLAS arrival database. To program a LOC, VOR, RNAV or NDB
approach, follow the same steps as shown here except name the approach appropriately.
Once the approach is programmed, any existing transition procedures can be programmed.
This example has one approach transition that can be programmed as follows:
airport for which the approach applies. This entry does not have to be made if the arrival
airport is correct. We continue to use KLAS for our example.
2. On the LEGS page, enter CROWE and FLICR in their proper sequence and delete all other
waypoints.
6. Press the 3R LSK to save the LEGS as an approach transition.
7. Press the LSK abeam the ILS25R to select it.
8. Type “CRESO” into the scratchpad and press the 6L LSK to enter the transition name.
9. Press the 6R LSK to save the approach transition.
With the programming complete, the ILS25R approach can now be selected from the ARR
screen for KLAS. When the approach is selected, the approach waypoints starting at HAWKO
are added to the LEGS page. The optional CRESO transition is offered in the APPCH TRANS
column. When selected, the appropriate transition waypoints are added to the LEGS page.

Conditional Waypoint Programming

Special waypoints can be programmed into the FMC to handle SID, STAR and approach
conditional waypoints. The following types of conditional waypoints can be programmed:
Heading to altitude , Heading to radial crossing, Heading to distance, Vectors, and Radial
intercept. These waypoints are programmed using the LEGS page.
Heading to Altitude
This type of waypoint can be used for a procedure that requires a constant heading until
reaching a specified altitude. An arbitrary anchor waypoint is used to start the programming.
Then, the following formula is entered into the scratchpad:
.CHA/Altitude/Heading/Option1/Option2
.CHA - defines the waypoint as being a constant heading to altitude.

Altitude - the altitude to which the heading is maintained.
Heading - the heading or track to maintain to altitude.
Option1 - specify the direction of turn upon waypoint passage.
L= Left, R= Right, A= Auto
Option2 - specify if a heading or track should be maintained.
H= Heading, T= Track
The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor
waypoint. This creates the heading to altitude conditional waypoint. The arbitrary anchor
waypoint is then deleted.
Example: From runway 31L at KJFK, a SID requires a 315° heading until reaching 500 feet,
followed by a left turn on course.
1. On the LEGS page, enter JFK as an arbitrary waypoint at the 1L LSK.

2. Type “.CHA/500/315/L/H” into the scratchpad and press the 1L LSK.
3. Press the DEL data entry key followed by the 2L LSK to remove the arbitrary JFK
waypoint.
4. Press the EXEC function key to execute the changes.
Subsequent waypoints can be added starting at the 2L LSK.
Note: Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into
the LEGS page. Pressing an LSK for an empty waypoint field generates an error message.

Heading to Radial Crossing
crossing a predetermined fix radial. The radial to be crossed is only used to define the
waypoint (for radial tracking, see “Radial Intercept” section). The anchor waypoint used to
start programming is the fix used to define the crossing radial. Then, the following formula is
entered into the scratchpad:
.VRI/Radial/Heading/Option1/Option2
.VRI - defines the waypoint as being a constant heading to a radial.

Radial - the radial to be crossed.
Heading - the heading or track to maintain to the radial.
The formula is entered into the LEGS page by pressing the LSK abeam the anchor waypoint.
This transforms the anchor waypoint into a heading to radial intercept waypoint.
Example: From runway 31L at KJFK, a SID requires a 315° heading until passing the CRI 043°
radial followed by a left turn on course.
1. On the LEGS page, enter CRI as the anchor waypoint at the 1L LSK.
2. Type “.VRI/043/315/L/H” into the scratchpad and press the 1L LSK.
Note: Be sure to press the LSK abeam the anchor waypoint when entering the formula into the
LEGS page. Pressing an LSK for any other waypoint field generates an error message.

Heading To Distance
reaching a specific distance from a fix. The anchor waypoint used to start programming is the
fix used to define the distance. Then, the following formula is entered into the scratchpad:
.DMI/Distance/Heading/Option1/Option2
.DMI - defines the waypoint as being a constant heading to distance.

Distance - the distance from the fix.
Heading - the heading or track to maintain until the specified distance.
This transforms the anchor waypoint into a heading to distance waypoint.
Example: From runway 25R at KLAX, a SID requires a heading of 220 until the LAX 10 DME and
then a right turn on course.
1. On the LEGS page, enter LAX as the anchor waypoint at the 1L LSK.
2. Type “.DMI/10/220/R/H” into the scratchpad and press the 1L LSK.

Vectors
This type of waypoint can be used for a procedure that requires vectors. An arbitrary anchor
waypoint is used to start the programming. Then, the following formula is entered into the
scratchpad:
.VEC/Heading/Option1/Option2
.VEC - defines the waypoint as being a constant heading to altitude.

Heading - the heading or track to maintain.
Option1 - Enter “A” for automatic turns.
The formula is then entered into the LEGS page by pressing the LSK abeam the arbitrary anchor
waypoint. This creates the vector waypoint. The arbitrary anchor waypoint is then deleted.
Example: From runway 25R at KLAX, a SID requires a heading of 250° for vectors on course.
1. On the LEGS page, enter LAX as an arbitrary waypoint at the 1L LSK.

2. Type “.VEC/250/A/H” into the scratchpad and press the 1L LSK.
3. Press the DEL data entry key followed by the 2L LSK to remove the arbitrary LAX
waypoint.
Note: Be sure to press the LSK abeam the arbitrary waypoint when entering the formula into
the LEGS page. Pressing an LSK for an empty waypoint field generates an error message.

Radial Intercept
intercepting a fix radial. The intercepted radial is then tracked until the next waypoint is
reached. The anchor waypoint used to start programming is the fix used to define the intercept
radial. Then, the following formula is entered into the scratchpad:
.INT/Radial/Heading/Option1/Option2
.INT - defines the waypoint as being a constant heading to a radial.

Radial - the radial to be intercepted.
Heading - the heading or track to maintain to the radial.
This transforms the anchor waypoint into a radial intercept waypoint.
Example: A procedure at KMIA requires a 290° heading until intercepting the DHP 335° radial
outbound.
1. On the LEGS page, enter DHP as the anchor waypoint at the 1L LSK.
2. Type “.INT/335/290/A/H” into the scratchpad and press the 1L LSK.

FUEL SYSTEM
FUEL SYSTEM
Three separate fuel tanks capable of carrying a combined total of 161,000 pounds of fuel are
contained in the wings and center fuselage. Each tank has two electric pumps that deliver fuel
under pressure to the engines or the APU. All three tanks are capable of supplying fuel to
either engine via two crossfeed valves. There are no provisions for the transfer of fuel
between tanks in flight. The overhead Fuel Panel provides for control over the fuel system as
well as quantity indications.
Main Wing Tanks

Each wing contains a fuel tank capable of carrying 40,700 pounds of fuel per tank. These two
tanks are considered the main fuel tanks. Each tank contains two fuel pumps labeled forward
(FWD) and aft (AFT) for the delivery of fuel under pressure to the engines. If these pumps fail,
fuel from either wing tank can gravity feed to the engines at most altitudes. Gravity feed at
high altitudes may lead to reduced engine power or engine flameout.
The fuel pumps are powered via the Main AC buses in a cross wired configuration such that
failure of one AC bus leaves one fuel pump operating per tank. The Left Main AC Bus powers
the Left AFT and Right FWD fuel pumps. The Right Main AC Bus powers the Left FWD and Right
AFT fuel pumps.
Fuel for operation of the APU is normally provided by the Left wing tank. When the APU is
switched ON, the Left FWD fuel pump operates automatically provided AC power is available.
Therefore, the PRESS light in the Left FWD fuel pump will extinguish anytime the APU is in use
regardless of the pumps switch position.
The FUEL CONFIG light on the Fuel Panel illuminates to indicate either low fuel quantity or an
imbalanced fuel condition in the main tanks. If the fuel quantity in either wing tank drops
below 2,200 pounds, the FUEL CONFIG light on the Fuel Panel illuminates along with an EICAS
caution of LOW FUEL. If the lateral balance of the wing tanks is not maintained to within 1500
to 2500 pounds (depending on aircraft weight), the FUEL CONFIG light illuminates and a FUEL
CONFIG EICAS message is displayed.
Center Tanks
The center fuel tank is contained in the fuselage and is capable of holding 80,400 lbs. of fuel.
This tank contains two electric fuel pumps labeled Left and Right for delivery of fuel to the
engines. The center tank fuel pumps are powered from the Main AC buses. The Left Main AC
Bus powers the Left pump. The Right Main AC Bus powers the Right pump. Unlike the wing
tanks, fuel cannot be gravity fed from the center tank. This makes access to center tank fuel
absolutely dependent on the two electric fuel pumps.
The fuel pumps in the center tank provide approximately twice the output pressure of the wing
tank pumps. Any time the center tank fuel pumps are ON, the engines are provided fuel
exclusively from the center tank since these pumps overpower the pressure produced by the
wing tank pumps. In normal operations, all fuel pumps on the Fuel Panel are turned ON when
fuel is carried in the center tank. In this configuration, fuel from the center tank is exhausted
first.
The center tank fuel pumps are inhibited from operating anytime their respective engine is
shut down or N2 is below 50%. In this condition, the PRESS light in each center tank pump
switch will illuminate even if the pump is switched ON. 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 1200 pounds and the center tank pumps are not selected ON.

FUEL SYSTEM
Fuel Quantity and Distribution
A fuel quantity gauge is located on the overhead panel just below the Fuel Panel. The fuel
quantity for all three tanks plus the total fuel quantity is displayed. Total fuel quantity is also
available from the FMC. The fuel quantity gauge is powered from the battery bus.
When fueling the aircraft, the main wing tanks are normally filled first. When more than
80,000 pounds of fuel is required, the center tank is used only after the main wing tanks are
full. Any fuel carried in the center tank should be burned prior to using fuel from the wing
tanks. This is accomplished by turning on all fuel pumps prior to engine start. As the center
tank is emptied, fuel to the engines continues uninterrupted from the main wing tanks. The
PRESS lights in the center tank pumps illuminate when fuel is exhausted from the center tank.
Fuel Crossfeed
The fuel system is normally operated with fuel from each wing tank supplying its respective
engine after any center tank fuel is exhausted. Two crossfeed valves on the Fuel Panel permit
fuel to feed from any one wing tank to both engines. Both valve switches are normally turned
on during crossfeed operations. However, only one valve is required for a successful crossfeed.
The second valve is for system redundancy.
Wing tank fuel balance is maintained by supplying both engines with fuel exclusively from the
wing tank with the highest quantity until balance is achieved. Opening the crossfeed valve
permits fuel from one wing tank to pass through the crossfeed manifold to supply fuel to both
engines. This is achieved by opening the crossfeed valves and turning off the fuel pumps in the
wing tank with the least amount of fuel. When the wing tanks are even, turn the fuel pumps
back on and close the crossfeed valves to restore the fuel system to normal operation.
Note that fuel crossfeed will not work with the center tank pumps operating since they
overpower the wing tank pumps. Also, the crossfeed valves do not permit transfer of fuel
between wing tanks.
Fuel Dumping
The fuel jettison system permits the dumping of center tank fuel during flight. Control for the
jettison system is provided on the overhead panel via the Fuel Jettison panel. When the
jettison system is activated, fuel from the center tanks is dumped overboard via two jettison
nozzles located at the trailing edge of the wings (near the outboard ailerons).
The jettison rate is approximately 2,600 lbs/min. A fuel vapor trail can be seen coming from
the jettison nozzles when fuel dumping is in progress. Fuel jettison is not available for fuel
contained in the main wing tanks.

FUEL SYSTEM
Fuel Panel Controls
1- FWD and AFT Main Fuel Pump Switches: Control power to the FWD and AFT fuel pumps in
the main wing tanks.
Switch IN - Fuel pump ON.
Switch OUT - Fuel pump OFF.

- Illuminates PRESS light.
PRESS - Illuminates for low pressure or when the switch is off.
Note: When the APU is operating, the Left FWD fuel pump PRESS light is extinguished
regardless of pump switch position.
2 - Center Tank Fuel Pump Switches: Control power to the Left and Right center tank fuel
pumps.
Switch IN - Fuel pump ON.

- Center pumps provide twice the output pressure of the wing pumps.
Switch OUT - Fuel pump OFF.

- The PRESS light does not illuminate.
PRESS - Illuminates for low pressure in the respective pump with switches IN.
- Illuminates if the center tank pumps are inhibited when the respective engine
is shut down or N2 is below 50%.
3- FUEL CONFIG Light: Illuminates for any of the following reasons:
- Center tank fuel pumps are off with more than 1200 pounds in the center tank.
- Wing tank fuel quantities differ by more than 1500 - 2500 pounds.
- There is less than 2,200 pounds of fuel remaining in either wing tank.

FUEL SYSTEM
4- Crossfeed Valve Switches: Control the opening and closing of the crossfeed valves.
Permits one wing tank to provide fuel for both engines.
Switch IN - Crossfeed valve is open.
Switch OUT - Crossfeed valve is closed.
VALVE - Crossfeed valve is not in the commanded position.

To crossfeed fuel from one wing tank to both engines:

1. Open the crossfeed valves by pressing in the crossfeed switches.
2. Turn off both FWD and AFT fuel pumps in the tank with the least amount of fuel.
To terminate the crossfeed operation:

1. Turn on both FWD and AFT fuel pumps.
2. Close the crossfeed valves.
Note: Crossfeed will not work when the center tank pumps are ON.
Fuel Quantity Gauge
The fuel quantity gauge displays in either English or Metric, depending on FS2004 settings.

FUEL SYSTEM
Fuel Jettison Controls
1- Nozzle Switch: Controls the fuel jettison nozzle on the respective side.
Switch ON - Respective jettison nozzle open.
Switch OFF - Respective jettison nozzle closed.
2- Jettison VALVE light: Indicates that the jettison valve is not in the commanded position.
3– Jettison Switch: Controls the jettison valves and jettison pumps.
OFF - Jettison valves and jettison pumps are off.
ON - Jettison valves are open and jettison pumps are on.
Fuel Jettison Operation
Normally, the jettison switch is in the OFF position and the jettison nozzle switches are blank
(closed). Turning the jettison switch to ON opens the jettison valves and turns on the jettison
pumps. If the jettison nozzles are closed (blank), fuel will not jettison. Press the fuel jettison
nozzles ON to commence fuel dumping. To end fuel dumping, turn off the jettison nozzles and
place the jettison switch to OFF.

FUEL SYSTEM
Fuel System Normal Procedures

PREFLIGHT
Main Fuel Pump Switches – OFF
Center Fuel Pump Switches - OFF
Crossfeed Switches – OFF
Fuel Quantity and Balance - Check
STARTING
Main Fuel Pump Switches – ON
Center Fuel Pump Switches – As required
IN FLIGHT
Center Fuel Pump Switches – OFF when center tank is empty
Fuel Balance – Maintain
Fuel crossfeed procedure:

Center Fuel Pump Switches – OFF
Crossfeed Switches – ON
Main Fuel Pump Switches – OFF for the tank with less fuel
when balanced:
Main Fuel Pump Switches – ON
Crossfeed Switches – OFF
Center Fuel Pump Switches – As required
POSTFLIGHT
Main Fuel Pump Switches – OFF
Center Fuel Pump Switches - OFF

HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
Hydraulic power is used to drive the movement of flight controls (primary and secondary),
landing gear, and brakes. The 767 has three independent hydraulic systems: left, center and
right. Each system has multiple pumps driven by separate power sources. The left and right
systems have engine driven pumps and electric demand pumps. The center system has electric
driven pumps and an Air Driven Demand Pump (ADP). This design allows for the loss of 1 or 2
hydraulic systems while providing limited operation of basic flight controls and related
systems. A Ram Air Turbine (RAT) is available that powers critical flight controls in the event
of complete hydraulic system failure.
Left and Right Hydraulic Systems

Both systems have an engine driven primary pump and an electrically driven demand pump.
Either pump is capable of satisfying normal system demands. The left system provides
hydraulic power to the ailerons, elevators, rudder, spoilers, stab trim, left autopilot, yaw
dampers, and rudder ratio. The right system provides hydraulic power to the ailerons,
elevators, rudder, spoilers, right autopilot, and normal brakes.
The engine driven demand pumps operate continuously to satisfy normal system demand when
the Primary Pump Switch is ON and the respective engine is running. The primary engine
pump switches are normally left ON and are only switched off during abnormal operations.
Pulling the fire handle shuts off the respective primary pump and isolates it from the hydraulic
system.
The electrically driven demand pumps operate on demand and are capable of supplying
sufficient pressure to satisfy normal system demands. Each demand pump is powered
independently. The left demand pump is powered by the Right Main AC Bus. The right demand
pump is powered by the Left Main AC Bus. Control is provided by a three-position rotary switch
with OFF, AUTO and ON positions. In the AUTO position the demand pump operates if the
primary pump fails or is turned off. In the ON position the demand pump runs continuously
regardless of primary pump status. These pumps are normally in the AUTO mode for all
aircraft operations and are shut OFF at the gate.
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, elevators, rudder, spoilers, center autopilot,
alternate brakes, flaps/slats, landing gear and nose wheel steering. The electric pumps
normally operate continuously to satisfy center system demand. The ADP normally provides
supplemental hydraulic power during operation of high demand items such as flaps and gear.
The ADP is also capable of providing normal system demands if both electric primary pumps
fail.
The center primary electric pumps are designated Number 1 and Number 2 and operate on two
separate power sources. The Number 1 pump is powered by the Left Main AC Bus. The Number
2 pump is powered by the Right Main AC Bus. To reduce electrical demands, 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. Both pumps are normally ON for all aircraft
operations and are shut off at the gate.
The air driven demand pump (ADP) is powered using bleed air from the center pneumatic duct.
The center isolation valve must be open for the ADP to receive bleed air from either the
engines or the APU. Control is provided by a three-position rotary switch with OFF, AUTO and
ON positions. In the AUTO position the ADP operates on demand only. In the ON position the
ADP operates continuously regardless of system demands.

HYDRAULIC SYSTEM
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. 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. A minimum airspeed of 130 knots is required for satisfactory RAT operation.
The RAT deploys automatically in flight with dual engine failure. It can be deployed manually
using the RAT switch on the overhead panel. Once deployed, it can only be stowed on the
ground using the Ground Requests menu. The RAT provides partial hydraulic power for the
ailerons, elevators, rudder and spoilers. A check valve prevents the RAT from powering other
center system components due to their high demand.
Reserve Brakes and Steering

This system uses reserve hydraulic fluid from the center system to pressure the brake system
during abnormal operations. The brakes are normally powered using the right hydraulic system
with alternate power provided by the center system. If power to both these systems is lost,
the reserve brakes and steering system may restore pressure for operating the brakes if the
center system has reserve fluid remaining. The system is activated using the RESERVE BKS &
STRG switch on the main panel. When switched ON, the Number 1 electric pump is activated
(regardless of switch position) and an isolation valve channels hydraulic pressure to the brake
system.
Illumination of the Brake Source light on the main panel indicates that hydraulic pressure in
both the right and center systems is low. The Brake Source light extinguishes when pressure
has been restored to the center system by using the RESERVE BKS & STRG switch.

HYDRAULIC SYSTEM
Hydraulic System Controls
1- SYS PRESS: Respective system pressure is low.
2- Primary Engine Driven Pump Switches: Control operation of the left and right engine
driven pumps.
Switch IN - Turns on pump when engine is running.

Switch OUT - Turns off pump
PRESS - Pump output pressure is low or the pump is switched off.
3- Primary Electric Driven Pump Switches: Control operation of the Number 1 and Number 2
electrically driven pumps.
Switch IN - Turns pump on.

Switch OUT - Turns pump off.
PRESS - Pump output pressure is low or pump is switched off.
Note: Number 2 primary electric pump is inhibited if all electric pumps are selected on
and there is only one power source available.
4- Demand Pump Selectors: Control the operation of the hydraulic Demand pumps.
OFF - Pumps are off and will not operate.

AUTO - Pumps are armed to run based on system demand.
- Left and Right demand pumps operate when respective Primary pump fails or is
turned off.
- Center ADP operates when either system pressure is low or high demand items are
selected.
ON -Pump operates continuously regardless of system demands.
PRESS - Illuminates for the following:

a. Pump selector is OFF.
b. Pump fails to operate when signaled ON in AUTO mode.
c. Pump selector is ON and pump pressure is low.

HYDRAULIC SYSTEM
Reserve Brakes and Steering Control
Switch OUT - Reserve brake and steering OFF (normal position).
Switch IN - Number 1 primary pump commanded on (regardless of pump switch position).

- Center reserve hydraulic fluid isolated to pressurize the brake system.
VALVE - Isolation valve is either in transit or not in the commanded position.
BRAKE
SOURCE - Right and center hydraulic pressures are low.
- Extinguishes if satisfactory pressure is restored to either right or center
hydraulic system.
Ram Air Turbine Control
Located above the Start switches on the overhead panel.
PRESS - Indicates sufficient pressure is being produced by the RAT when deployed.
UNLKD - Indicates that the RAT has been deployed (automatically or manually).
Note: Pressing the switch manually deploys the RAT. Use the Ground Requests menu to re-stow
the RAT (only available on the ground).
Hydraulic EICAS Indications
Pressing the STATUS button on the main panel brings up the hydraulic display on the lower
EICAS screen.
1 – Indicates reservoir quantity for each system. Full is indicated by 1.0 (100%). If “RF” is
displayed, hydraulic fluid quantity needs servicing.
2- Indicates current hydraulic pressure for each system. 3000 is normal for a fully
pressurized system.
HYDRAULIC SYSTEM
Hydraulic System Normal Procedures
PREFLIGHT
Primary Engine Pump Switches – ON
Primary Electric Pump Switches – OFF
Demand Pump Switches – OFF
Reserve Brakes and Steering Switch – OFF
Hydraulic Quantity – Check
STARTING
Primary Electric Pump Switches – ON
Demand Pump Switches - AUTO
IN FLIGHT
No actions required for normal operation.
POSTFLIGHT
Demand Pump Switches – OFF
Primary Electric Pump Switches - OFF

ICE and RAIN PROTECTION

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

Engine and Wing Anti-Ice Controls
1- Wing Anti-Ice Switch: Controls operation of two wing anti-ice valves.
Switch IN - Anti-ice valve commanded open.

- Valves do not open when on the ground.
Switch OUT - Anti-ice valves closed.
2- Wing Anti-Ice VALVE Light: Illuminate when respective anti-ice valve is not in the
commanded position. They illuminate normally on the ground if the switch is ON.
Window Heat Controls
Switch IN - Window heat ON.
Switch OUT - Window heat OFF.
INOP - Window heat switched OFF or has failed.

- Illuminate if Main AC power is not available.
Windshield Wiper Control
LOW - Windshield wiper ON in low speed mode.
HIGH - Windshield wiper ON in high speed mode.
Note: Windshield wiper is only visible in the Virtual Cockpit mode.

Ice Protection Normal Procedures
PREFLIGHT
Window Heat Switches – ON
Engine and Wing Anti-Ice Switches - OFF
STARTING
After start:
Engine Anti-Ice Switches – As required
Note:
-- Engine anti-ice is required anytime there is visible moisture (rain, snow, fog) and the
temperature is below 10°C. In cruise, Engine anti-ice is not required when operating at
temperature below -40°C SAT (as indicated in the FMC).
IN FLIGHT
Engine and Wing Anti-Ice Switches – As required
Note:
-- Engine anti-ice is required when flying through visible moisture (clouds, rain, snow, fog)
and the temperature is below 10°C. In cruise, Engine anti-ice is not required when
operating at temperature below -40°C SAT (as indicated in the FMC).
-- Wing anti-ice is a de-ice mechanism. Only use this system when ice buildup on the
wings is suspected.
-- Wing anti-ice should be turned off prior to landing.
POSTFLIGHT
Wing Anti-Ice Switch – OFF
Engine Anti-Ice Switches – As required
Aircraft shutdown:
Engine Anti-Ice Switches – OFF
Window Heat Switches - OFF

INERTIAL REFERENCE SYSTEM (IRS)

The Inertial Reference System provides position, heading, attitude, and acceleration
information to any system that requires it. This information includes: aircraft attitude,
acceleration, ground speed/track, heading (true and magnetic), latitude/longitude, and wind
direction/speed. Examples of instruments that rely on IRU data are the FMC and the primary
flight instruments. The IRS control panel is located on the overhead panel and provides for
control over three separate Inertial Reference Units (IRU). From this panel, raw data from the
IRU can be displayed and position information can be entered during alignment. The FMC is the
primary interface for reading and entering IRS information.
IRU Alignment
An alignment period is required before the IRUs can supply data. An initial alignment of 10
minutes is required when moving the IRS Mode Selector from OFF to NAV. This is known as a
“full” alignment. During this period the IRUs are oriented to true north and establish their
current position. The aircrafts known present position (latitude/longitude) must be entered
within the 10 minute alignment period. This entry is normally made using the FMC POS INIT
page. Additionally, the aircraft must be on the ground and cannot be moved during alignment.
An alignment failure is indicated by the ALIGN lights flashing on the IRS panel. In this case the
alignment must be restarted. A successful alignment is indicated by the ALIGN lights
extinguishing.
IRU Quick Alignment

After a full alignment of the IRUs, it is sometimes necessary to update the IRS to remove
accumulated errors or establish a new known position. This can be done on the ground via a 30
second quick alignment. The aircraft cannot be moved during the quick alignment period.
Moving the IRS Mode Selectors out of NAV and into ALIGN starts the procedure. Entry of a new
position is then required (via the IRU panel or FMC) followed by restoring the IRS Mode
Selectors to NAV. A successful alignment is indicated by the ALIGN lights extinguishing.
IRU Electrical Power

Power is provided to each IRU from either the Main AC buses or the battery. Normally, the left
and center IRUs are powered from the Left Main AC Bus. The right IRU is powered from the
Right Main AC Bus. Backup power for each IRU is provided by the battery. When powered by
the battery, the left and center IRU will continue to operate normally. The right IRU will
operate for five minutes on battery power before shutting down to conserve battery power.
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. IRU alignment can only be restored on the ground. Attitude and heading
information from the IRU is still available after a loss of alignment. Moving the IRU Mode
Selector to ATT restores the attitude display on the affected EADI. Heading information is also
available in this mode if a magnetic heading is entered into the affected IRU using the IRU
panel or the CDU POS INIT page. Heading information is then available on the affected EHSI.
IRU Failure
Failure of any IRU is normally indicated by a FAULT light on the IRS panel. In normal
operations, failure of the left or right IRU is indicated by the loss of EADI and EHSI information
on the respective side. Failure of the center IRU is indicated by a NO LAND 3 message on the
Autoland Status Annunciator and a C IRS FAULT message on the EICAS. The Instrument Source
Transfer Switches can be used to manage flight instruments during non-normal operation of the
IRUs. Use of these switches are explained in the Flight Instruments section.

Inertial Reference System Controls
1- Data Window: Displays IRS data depending on DSPL SEL switch position (the present lat/long
co-ordinates for the left IRU is pictured here).
2- Display Select Knob: Controls the display of data in the IRS Data Window.
TK/GS- Ground TRACK and ground speed for the selected IRU.
PPOS- Latitude/longitude position for the selected IRU.
WIND- Wind direction/speed calculated by the selected IRU.
HDG- True heading for the selected IRU.
3- System Display Knob: Selects the system for display in the data window (left IRU data is
displayed in this picture).
4- Mode Annunciators: Blank when the IRS is fully aligned in normal operation.
ALIGN - Illuminates steady when IRU Mode Selector is in ALIGN or NAV during the
alignment period.
- Illuminates flashing for one of the following:
a. Aircraft movement during alignment.
b. IRU co-ordinates significantly changed from previous.
c. No co-ordinates entered during alignment.
ON DC – Respective IRU is on battery power. Alignment is not possible.
DC FAIL - Backup DC power source for the respective IRU has failed.
- IRU continues to operate normally on AC power.
FAULT - A fault exists in the respective IRU.

5- IRS Mode Selector Knobs: Controls the mode of operation for the respective IRU.
OFF - Removes power from the IRU (alignment is lost).

- ALIGN light illuminates for 30 seconds during shut down of IRU.
ALIGN - Initiates the alignment of the respective IRU.

- Initiates a 30 second quick alignment of the IRU if selected from NAV with the
IRUs already aligned.
- Does not work in flight or when aircraft is in motion.
NAV - Initiates full alignment of the respective IRU when selected from OFF.
- Lat/Long co-ordinate entry is required via the IRS keypad or the FMC POS INIT
page to complete a full alignment.
- Places the IRU in navigation mode.
- Alignment time is dependant on the “IRS Real alignment” option in the Level-D
“Realism” menu. When checked, alignment takes 10 minutes. When unchecked,
alignment takes 2 minutes.
Note: An alignment countdown is displayed when the Display Select Knob is placed
in HDG during alignment.
ATT - Attitude information is displayed on the respective EADI.

- Magnetic heading information is available on the respective EHSI after entering
current magnetic heading using the IRS keypad.
- Used only for non-normal operation of the IRU. Alignment is lost for the
respective IRU with this mode selected.
6- IRS Keypad: Used to enter latitude/longitude or heading information. Active only during
alignment (ALIGN light on) or ATT mode. Pressing keys N, S, E, or W initiate lat/long entries.
Pressing the H key initiates magnetic heading entries.

IRS Normal Procedures
PREFLIGHT
IRS Mode Selectors – NAV
Aircraft Coordinates – Enter
After alignment:
IRS Positions/Groundspeed – Check
Note:
-- Enter the aircraft coordinates via the FMC POS INIT page.
-- The coordinates may also be entered using the IRS keypad.
-- To check the IRS positions and groundspeed, 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.
STARTING
No actions required.
IN FLIGHT
No actions required.
POSTFLIGHT
Aircraft shutdown:
IRS Mode Selectors - OFF

LANDING GEAR and BRAKES

The landing gear consists of two main gear trucks and one nose gear. Control for the landing
gear is provided by a handle on the far side of the main panel. Three positions are available:
DOWN, UP and OFF. Hydraulic power from the Center system is required for landing gear
retraction and extension. An electric backup system is provided as an alternate means for gear
extension.
Placing the gear handle in the UP position commands gear retraction if Center hydraulic power
is available. After gear retraction, the handle is normally placed in the OFF position (via
mouse click on the gear handle). This position cuts off hydraulic power to the landing gear so
that the gear are held UP mechanically. Placing the gear in the DOWN position commands the
gear extension sequence. Retraction and extension is monitored by the gear indication system
above the gear handle on the main panel.
An alternate gear extension system is provided if the gear fail to extend normally. The system
uses an electric motor to release the mechanical up-locks holding the gear in place. The gear
are then extended by gravity and airloads. The use of this alternate system requires electrical
power only.
The main gear have hydraulic brakes that can be controlled manually or automatically via an
Autobrake system. The brake system is normally powered by the Right hydraulic system. An
alternate means to power the brake system is provided by the Center hydraulic system. If both
Center and Right hydraulic power sources fail, a reserve brake system can be used to restore
hydraulic pressure to the brakes.
Brakes can be applied automatically using the Autobrake system. The Autobrakes use the
normal braking system to provide a metered braking application in the event of a rejected
takeoff or during the landing rollout. The system is controlled by the Autobrake selector on the
main panel. The following positions are available: RTO, OFF, DISARM, 1, 2, 3, 4, and MAX
AUTO.
The Autobrakes use information from the IRS system to apply braking at a set deceleration rate
based on the Autobrake selector switch setting. For takeoff, the RTO position applies
maximum available braking during a rejected takeoff. The system is armed when reaching 85
knots and is activated if both power levers are reduced to idle. For landing, selecting positions
1 through MAX applies a varying amount of braking with 1 being the least amount and MAX
being the most. The Autobrake system is automatically disengaged when manual brakes are
applied.

Landing Gear Controls and Indicators
1- Landing Gear Handle: Raises and lowers the gear hydraulically.
UP - Landing gear commanded up.
OFF - Hydraulic power to the gear is cut off.

- Normally selected in flight after gear retraction.
DOWN - Landing gear commanded down.
2- Landing Gear Position Indicators: The respective gear assembly is down and locked when
illuminated.
3- DOORS Disagree Light: Illuminates any time the landing gear doors are not in agreement
with the landing gear handle position. Illuminates normally during the gear extension and
retraction sequence.
Note: The DOORS light remains illuminated when the gear are extended using the
alternate gear switch.
4- GEAR Disagree Light: Illuminates if any one landing gear assembly is not in the commanded
position. Illuminates normally during the gear extension and retraction sequence.
5- TAIL Skid light: Illuminates if the tail skid is not in the commanded position. The tail skid
extends and retracts with the normal gear extension and retraction sequences. The tail skid
does not extend when using the alternate gear extension procedure.

Alternate Gear Extension and GPWS Override Controls
1- Alternate Gear Extend Switch: Electrically controls the extension of the landing gear by
releasing the mechanical up-locks.
- The landing gear handle should be placed down when using the alternate extend switch.
- The DOORS light remains illuminated when using this extension procedure.
2- Ground Proximity Override Switches: Override the GPWS system when landing with an
abnormal gear or flap configuration.
FLAP OVRD - Inhibits "TOO LOW…FLAPS" GPWS aural warning.

GEAR OVRD - Inhibits "TOO LOW…GEAR" GPWS aural warning.

Autobrake Controls
1- AUTO BRAKES Light: Illuminates if the Autobrakes are disarmed automatically or manually.
- Autobrakes are disarmed when manual braking is applied.

- Illuminates if the Autobrake selector is placed in the DISARM position.
2- AUTO BRAKES Selector: Selects Autobrakes for use on takeoff or landing.
RTO – Takeoff setting. Provides maximum braking in the event of a rejected

takeoff.
- System is armed above 85 knots.
- Once armed, braking occurs when both throttles are reduced to idle.
- Selector automatically returns to OFF after takeoff.
1, 2, 3, 4
MAX AUTO - Landing settings. Deceleration rate is dependant on selected setting.
- 1 provides lowest deceleration rate.
- MAX AUTO provides the maximum deceleration rate.
- Autobrakes engage automatically just after touchdown.
DISARM – Disengages the Autobrake system.
Note: Autobrakes are disengaged by applying manual brakes or by placing the Autobrake
selector to DISARM.
Reserve Brakes
Switch OUT - Reserve brake and steering OFF (normal position).
Switch IN - Number 1 primary pump commanded on (regardless of pump switch position).

- Center reserve hydraulic fluid isolated to pressurize the brake system.
VALVE - Isolation valve is either in transit or not in the commanded position.
BRAKE
SOURCE - Right and center hydraulic pressures are low.
- Extinguishes if satisfactory pressure is restored to either right or center
hydraulic system.

Landing Gear and Brakes Normal Procedures
PREFLIGHT
Gear Handle – DOWN
Gear Indicator Lights – 3 Green (no amber lights)
ALTN Gear Extend Switch – Guarded OFF
GND PROX override Switches – OVRD not displayed
Autobrake Selector – OFF
STARTING
After start:
Autobrake Selector - RTO
IN FLIGHT
After takeoff:
Gear Handle – OFF (after gear retraction)

Autobrake Selector – Confirm OFF
Before landing:
Autobrake Selector – As required
POSTFLIGHT
Autobrake Selector - OFF

PNEUMATIC SYSTEM
PNEUMATIC SYSTEM
The pneumatic system is supplied air by the engines, APU or an external air source. The
following systems use air from the pneumatic system:
- Air conditioning packs.

- Pressurization system.
- Engine starting.
- Engine and wing anti-ice.
- Hydraulic center system.
- Thrust reversers.
The engines provide the primary source of air for the pneumatic system in flight. The APU is
capable of supplying air for the pneumatic system in flight up to an altitude of 20,000 feet.
When the engines are not running, the APU is the primary source of air to run the air condition
packs and for engine starting. If the APU is not used (or inoperative), an external air source
can be connected via the Ground Request menu.
The pneumatic system is separated into three separate systems via isolation valves. The
opening and closing of three isolation valves controls distribution of air between the left,
center and right pneumatic ducting. Normally the left and right pneumatic systems operate
independently to power their respective system components. The center system normally uses
air from either the left or right system when available to power its components.
Engine Bleeds
Bleed valves for the left and right engines control air supply from the engines to the pneumatic
system. Control for these valves is provided by left and right engine bleed valve switches on
the overhead pneumatic panel. These switches are pushed IN for all normal operations. When
pushed in, the respective bleed valve is automatically controlled to open and close based on
system demands. Battery power is required for operation of the bleed valves.
APU Bleed
The APU bleed valve controls air supply from the APU to the pneumatic system. Control for the
valve is provided by the APU bleed valve switch on the overhead pneumatic panel. This switch
is pushed IN for all normal operations. When pushed in, the APU bleed valve is automatically
controlled. The APU is capable of supplying sufficient air for the operation of the air
conditioning packs or for engine starting.
The APU bleed valve coordinates operation with the engine bleed valves. System logic provides
for air supply to the pneumatic system based on available pressure. If the APU is the only
source of air for the system, the APU bleed valve opens. If engine bleed air becomes available
and is of sufficient pressure to supply the pneumatic demands, the APU bleed valve closes and
the engine bleed valve opens.
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. When the APU switch on the electric panel is turned OFF, the APU bleed
valve cycles closed and the APU continues to run for one minute before shutting down. The
APU is not subjected to this cool-down period if the APU was not use as a bleed source prior to
shutdown.
External Air Source

External air is available for hook up to the pneumatic system via the Level-D Ground Requests
menu. There are no cockpit controls for the use of external air. An indication of duct pressure
on the pneumatic panel is the only evidence of external air source availability. External air is
generally used when the APU is shutdown or inoperative. The external air source is capable of
powering the air conditioning packs and can be used for engine starting as well.

PNEUMATIC SYSTEM
Pneumatic Distribution
The left, center, and right pneumatic ducts are connected by isolation valves. 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. Flow lines are drawn on the overhead
pneumatic panel to help visualize the flow of air in the system. The left system provides air
for operation of the left air conditioning pack and left wing heat. The right system provides air
for the right air conditioning pack and right wing heat. The center system provides air for the
air driven hydraulic pump and for cargo heat.
Prior to engine start, 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. After engine start, the
left and right isolation valves are normally closed so that the left and right pneumatic systems
are provided air by their respective engine bleed valves. The center isolation valve is normally
open and the center duct pressurized with air drawn from both the left and right systems. If
the center isolation valve is closed, the center system duct can only be pressurized with air
from the APU.
Left and right pneumatic duct pressure readings are shown by the pressure gauge on the
pneumatic panel. There is no cockpit indication of center system duct pressure. This gauge is
normally referenced during engine start since a minimum of 25 psi duct pressure is required for
a successful start. If insufficient duct pressure is displayed prior to start, check to make sure
the packs are OFF. With the packs OFF, a normal duct pressure reading is approximately 40 to
60 psi.
The left, center, and right pneumatic ducts are monitored for leaks. A DUCT LEAK light
illuminates if a leak is detected in the affected system. Additionally, the left and center ducts
are monitored for pressure and temperature. A BLEED light illuminates if there is too much
pressure in respective duct. An OVHT light illuminates if there is an over-temperature
condition in the respective duct.
Air Conditioning System

Two air conditioning packs provide temperature conditioned air for the cabin and for
pressurization. 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,
AUTO, N, C and W positions. Normally, the packs are run in the AUTO mode when air is
available in the pneumatic system. The packs are turned OFF for engine starting or when air
conditioning is not desired on the ground.
Setting the pack selector to AUTO opens the pack valve when bleed air is available and
provides for automatic temperature control of pack air outlet temperature. The PACK OFF light
illuminates if the pack is switched OFF or there is no bleed air available. The packs are
regulated to produce an air temperature that satisfies the demands of the coolest
compartment as set by the cabin temperature controllers. The trim air system provides warm
air if required to adjust the air temperature demands of the other compartments.
Setting the pack selector to N, C or W opens the pack valve to produce a constant pack outlet
temperature. These modes are generally used if the AUTO mode fails. The N mode regulates
pack outlet temperature to a constant moderate temperature (approximately 75F). The C
mode sets the pack to full cold (approximately 65F). The W mode sets the pack to full warm
(approximately 85F).
The Trim Air switch permits the temperature of air flow from the packs to be automatically
regulated by the cabin temperature control knobs. If the Trim Air switch is OFF, cabin air is
regulated based only on the pack selector setting. The cabin is regulated to 75F if the TRIM AIR
switch is OFF and the pack selectors are in AUTO. The Trim Air switch is normally left in the
ON position.

PNEUMATIC SYSTEM
The temperature of the air reaching the cabin is controlled to within 65F - 85F by the cabin
temperature controllers. Anytime the Trim Air switch is OFF, the cabin temperature controllers
are inoperative.
Recirculation fans in the air conditioning system recirculate cabin air into the system and also
provide air circulation for equipment cooling. The use of recirculated air reduces bleed
demands on the engines. Power for the recirculation fans is provided by the Utility Buses. The
recirculation fans are normally left ON at all times.
Pressurization System
Pressurization of the aircraft is achieved by regulating the outflow of air from the cabin via an
outflow valve. Control of the pressurization system is provided on the overhead panel. The
outflow valve is normally controlled by one of two selectable automatic modes. These modes
are identical and offer system redundancy. A failure of the operating mode leads to the
automatic engagement of the other mode without pilot interaction. If both automatic modes
fail, the outflow valve can be controlled manually.
The automatic modes are powered by the Main AC buses. The manual mode is powered by the
Standby DC bus.
Pressurization indications are provided on the overhead. Cabin altitude, cabin rate of climb,
and cabin pressure differential readings are displayed. The pressurization indicators are
powered by the Standby AC bus.
If the cabin altitude exceeds 10,000 feet, a CABIN ALTITUDE warning message is illuminated
along with an aural warning. The outflow valve is automatically driven closed in an attempt to
maintain remaining cabin pressure when the cabin altitude warning is activated.
Equipment Cooling
Flight deck instruments and equipment in the electrical compartment are cooled using a
common air supply, cooling fans, and exhaust ducting. Control for the system is provided on
the overhead panel by a selector switch with AUTO, STBY and OVRD positions. The controller is
normally left in the AUTO position. This allows for automatic operation of the system. The
other positions are used if the automatic system fails or smoke is sensed in the electronics
area.

PNEUMATIC SYSTEM
Pneumatic System Controls
1- Duct Pressure Gauge: Displays the duct pressure in the left and right pneumatic ducts. A
minimum of 25 psi is required for engine start.
2- Isolation Valve Switches: Control the flow of bleed air between the left, right and center
systems.
Switch IN - Isolation valve is OPEN.
Switch OUT - Isolation valve is CLOSED.
VALVE - Isolation valve is not in the commanded position or is in transit.
Note: The center isolation valve is normally open for all operations. The left and right
isolation valves are normally open on the ground for engine starts and for pack operation
via APU bleed air. The left and right isolation valves are normally closed after both
engines are started.
3- DUCT LEAK Light: When illuminated indicates a leak has been detected in the respective
duct. The duct pressure gauge can be used to confirm a leak in the left or right ducts.
4- Left and Right Engine Bleed Valve Switch: Controls the engine bleed valves.
Switch IN - Engine bleed valve is automatically controlled based on system demands.
Switch OUT - Engine bleed valve is commanded closed.
OFF - Illuminates when engine bleed valve is closed regardless of switch position.
5- APU Bleed Valve Switch: Controls the APU bleed valve.
Switch IN - APU bleed valve is automatically controlled based on system logic.
Switch OUT - APU bleed valve is commanded closed.
VALVE - APU bleed valve is not in the commanded position or is in transit.

PNEUMATIC SYSTEM
Air Conditioning Controls
1- Pack Control Selector: Controls the operation of the air conditioning pack.
OFF - Pack is commanded OFF.
AUTO - Pack valve operates when bleed air is available and regulates outlet temperature
based on air conditioning system temperature demands.
N - Pack valve regulated to provide a moderate temperature (75F).
C - Pack valve regulated full cold (65F).
W - Pack valve regulated full warm (85F).
2- Pack Status Annunciators: Indicate the status of the respective pack.
INOP - Respective pack has a fault or has overheated.
PACK OFF - Pack switch is OFF or no bleed air is available.
3- Trim Air Switch: Controls air to the temperature controllers.
ON - Temperature controllers regulate compartment air temperature.
OFF - Temperature controllers are bypassed and the cabin temperatures are regulated
to the pack outlet temperature.

PNEUMATIC SYSTEM
4- Recirculation Fan Switches:
ON - Recirculation fan is ON.
INOP - Recirculation fan is selected OFF or has failed.

- Illuminates temporarily when respective utility bus is load shed during engine
start.
5- Temperature Control Knobs: Regulate the temperature in the respective cabin.
AUTO - Temperature in the respective cabin is automatically maintained at the selected

relative value.
- Operating range is from 65F (C) to 85F (W).
OFF - Compartment temperature control is OFF.

- Compartment temperature regulated to the pack outlet temperature.
6- Temperature Selector INOP Lights: When illuminated indicate that the respective
temperature controller is OFF, the Trim Air switch is OFF, or the temperature controller has
failed. All three INOP lights illuminate when the Trim Air switch is OFF.
Pressurization Controls
1- Pressurization Mode Control: Selects pressurization system operating mode.
AUTO 1 - Selects number 1 automatic mode.

AUTO 2 - Selects number 2 automatic mode.
MAN - Pressurization is controlled using the manual controller
2– AUTO INOP light: Illuminates if both auto controllers have failed or MAN mode is selected.
3- Auto Rate Selector: Selects the limit for cabin altitude climb and descent in the AUTO
mode. Index rate is 500fpm climb and 300fpm descent.
4- Manual Control Knob: Controls the outflow valve when MAN mode is selected. Rotate the
knob toward CLIMB to open the outflow valve. Rotate the knob toward DESCEND to close the
outflow valve.
5- Outflow Valve Position Indicator: Indicates the position of the outflow valve.
OP= Open, CL= Closed.
6- Landing Altitude Selector: Rotate the knob to set the landing field elevation. The
automatic mode sets a pressurization schedule based on this altitude.
PNEUMATIC SYSTEM
Pressurization Indicators
The CABIN ALTITUDE alert illuminates when the cabin altitude exceeds 10,000 feet.
Equipment Cooling Controls
1- Equipment Cooling Selector: Selects the equipment cooling mode.
AUTO - System is automatically controlled.
STBY - Places system in the standby mode.
OVRD - Airflow in the system is reversed to supply condition air to the equipment.
2- SMOKE Light: Illuminates if smoke is sensed in the system.
3- NO COOLING Light: Illuminates if the system is in OVRD mode and no airflow is sensed.
Cargo Heat Controls

Heat is directed to the cargo compartment when selected ON. These switches are normally
turned ON after engine start and turned OFF after shutdown.

PNEUMATIC SYSTEM
Pneumatics Normal Procedures
PREFLIGHT
Engine Bleed Valves – Pushed IN
APU Bleed Valve – Pushed IN
Center Isolation Valve – ON
Left and Right Isolation Valves – ON
Pack Selectors – As required
Trim Switch – ON
Recirculation Fan Switches – ON
Cabin Temperature Selectors – As required
Pressurization Mode Selector – AUTO 1 or AUTO 2 (1=even days, 2=odd days)
Pressurization Landing Altitude – Set
Equipment Cooling Switch – AUTO
STARTING
Pack Selectors – OFF
Duct pressure – Confirm 25 PSI minimum
After start:
Pack Selectors – AUTO
Left and Right Isolation Switches - OFF
Cargo Heat Switches - ON
IN FLIGHT
Monitor cabin temperatures and adjust as necessary.
Monitor cabin pressurization.
POSTFLIGHT
Left and Right Isolation Switches – ON
Cargo Heat Switches - OFF
Complete Aircraft shutdown:

Pack Selectors - OFF

RADIOS and COMMUNICATION

Navigation and communication radios are found on the pedestal, main panel and the overhead.
An audio panel on the pedestal provides for control over the audio portion of each radio and
cockpit communications.
VOR Receivers
Two VOR receivers are found on the main 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. Each VOR receiver is capable of both manual tuning and automatic tuning
via the FMC. When the VOR receiver is in the AUTO mode, the FMC tunes the VOR receiver
automatically to nearby stations for position verification. The VOR can also be remotely tuned
by the FMC using the PROG page. When the VOR is in the MAN mode, the pilot controls the
tuned frequency and course.
VOR information is displayed on the EHSI and the RDMI for the on-side VOR receiver. On the
EHSI, VOR information is displayed when the full or expanded VOR modes is selected on the HSI
mode control panel. On the RDMI, VOR information is displayed when the RMI selector needle
is pointing at VOR. The currently tuned VOR frequency and its identifier is shown in the FMC as
well.
ILS Receiver
An independent ILS receiver is located on the pedestal. It is dedicated to tuning ILS
frequencies only. When tuned to an ILS frequency that is in range, the ILS information is
displayed on the EADI and EHSI. ILS information is also available on the Standby ADI. The ILS
receiver can be parked by dialing the frequency down past 108. A dashed line represents the
parked mode. This mode inhibits display of ILS information on the flight instruments.
ADF Receiver
The ADF receiver is located on the pedestal. This receiver has an active and a standby
frequency displayed. Switching between the active and standby frequencies is done by
pressing the frequency selection TFR switch. Control for the audio output of the ADF is
provided by the Audio Control Panel. ADF information can be displayed on either of the two
RDMI needles when the respective RMI selector needle is pointing at ADF.
VHF Radios
Two VHF radios are installed on the pedestal. Each receiver has an active and a standby
frequency displayed. Switching between the active and standby frequencies is done by
pressing the frequency selection TFR switch. Control for the audio output of each radio is
provided by the Audio Control Panel.
HF Radios
Two HF radios are found on the overhead panel. The receiver is controlled by a rotary switch
with OFF, USB and AM positions. The radio is normally left in the OFF position. To turn the HF
radio on, place the switch in the USB or AM position. The audio output from the HF radio is
controlled by the Audio Control Panel. The only frequencies that do not have static are 5.000,
10.000 and 15.000. These frequencies broadcast a clock tone.
Audio Control Panel

The Audio Control Panel is found on the pedestal. It controls all audio output and transmitter
selections for the radios. To hear all cockpit to ground communications, turn on the INT audio
selector and adjust the volume as desired.

Cabin Communications Panel
The Cabin Communications Panel is found on the overhead panel. Pressing one of the cabin
call buttons chimes the associated Flight Attendant station. Pressing the FLT INT button allows
the pilot to monitor all interphone communications within the plane. Controls for the
interphone are found on the Audio Control Panel.
VOR Receiver Controls
AUTO – Frequency is automatically tuned by the FMC.

MAN – Frequency is manually controlled by the pilot.
The VOR receiver frequency and course may also be adjusted by placing the mouse cursor over
the frequency or course display window and scrolling the mouse wheel.
ILS Receiver Controls
- To park the ILS receiver, dial down past 108 until dashes (-------) are displayed.
ADF Receiver Controls
- The active frequency is brighter than the standby frequency.

- Tune the radio using the standby frequency.
- Use the TFR switch to select the active frequency.

VHF Radio Controls
- The active frequency is brighter than the standby frequency.

- Tune the radio using the standby frequency.
- Use the TFR switch to select the active frequency.
HF Radio Controls
- Turn the HF radio ON by selecting USB or AM with the selector switch.
Audio Control Panel Controls
- Pressing a MIC selector button selects the associated radio to transmit and automatically
turns on the respective audio control knob.
- An audio control knob is active when it is illuminated.
- Pressing on the top of an audio control dial makes the selected channel audible.
- The volume is controllable on those channels that display a +/- when the mouse hand is
passed over the selector knob.
- Some receiver channels are on/off only.
- To hear cockpit to ground communications, turn on the INT audio selector and adjust the
volume as desired.
- To hear cabin announcements, turn on the PA audio selector and adjust the volume as
desired.

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

WARNING SYSTEMS
WARNING SYSTEMS
Three main systems on the aircraft provide the pilot with aural and visual alerts when potential
problems or conflicts are detected. The Crew Alerting System (CAS) monitors aircraft systems.
The Traffic Alert and Collision Avoidance System (TCAS) alerts of possible traffic conflicts. And
the Ground Proximity Warning System (GPWS) warns of hazardous flight conditions when
proximity to terrain becomes critical.
Crew Alerting System (CAS)

This system continuously monitors aircraft systems for faults and failures. Alerts are displayed
on both the upper and lower EICAS screens when received. Additionally, aural and other visual
alerts are provided depending on the type of failure. For example, a hydraulic low pressure
condition generates an EICAS caution along with an Annunciator light on the hydraulic panel.
Alert messages are classified as follows:
Warnings – Messages display in red on the upper EICAS. These require immediate crew
action.
Cautions – Messages display in amber on the upper EICAS. These require crew action on a
timely basis.
Advisories – Messages that are offset and displayed in amber on the upper EICAS. These
require crew action on a time-available basis.
Status – Messages displayed on the lower EICAS STATUS page. These messages are for low
level faults that usually generate no indications in the cockpit.
Multiple fault conditions are prioritized by the system so that Warnings have the highest
priority over Cautions and Advisories. Both Warnings and Cautions generate an aural alert and
trigger the illumination of the master WARNING or CAUTION light on the glare shield. Pressing
the illuminated button on the glare shield silences the aural warning and resets the light for
subsequent activation.
Some Warnings and Cautions are inhibited during certain phases of operation. On the ground
with both engines shut down, most Warnings and Cautions are inhibited so that only the
associated Annunciator light and EICAS message are generated. Fire Warnings are still active
and do generate an aural alert on the ground. During the takeoff roll and initial climb out, all
Warnings and Cautions are inhibited starting around 80 knots and until passing 400 feet radio
height.
Ground Proximity Warning System (GPWS)

The GPWS provides warnings of potentially hazardous situations when approaching terrain. It
also provides information alerts to assist the crew with situational awareness. The system
operates automatically and can be inhibited if necessary by pressing the G/S INHIBIT area on
the main panel.
The GPWS system provides altitude callouts during landing to assist the crew. The following
callouts are made based on radio height: 2500, 1000, 500, 100, 50, 40, 30, 20, 10 and
MINIMUMS (based on DA setting on the pedestal). The system also advises when an excessive
bank angle exists by announcing “BANK ANGLE”. Above 150 feet, the announcement is
activated past 40 degrees of bank. Below 150 feet, the activation angle is reduced
progressively from 40 to 10 degrees at 30 feet.

WARNING SYSTEMS
The GPWS system provides the following warning messages to the crew:
“TERRAIN TERRAIN” - Closure rate to the ground is excessive. The warning

envelope depends on configuration, airspeed, radio height and closure rate.
“WHOOP WHOOP PULL UP” – Announced when dangerous proximity to the ground requires
immediate action from the pilot. The warning envelope depends on configuration,
airspeed, radio height and closure rate.
”TOO LOW…FLAPS” - The flaps are not in the landing configuration (25 or 30) in close
proximity to the ground. The warning envelope depends on radio altitude and airspeed.
”TOO LOW…GEAR” - The gear are not down in close proximity to the ground. The warning
envelope depends on radio altitude and airspeed.
”TOO LOW…TERRAIN” – Announced when the aircraft has unsafe terrain clearance at low
airspeed. The warning envelope depends on airspeed and radio height.
”DONT SINK” – Warns of excessive descent rate after takeoff or go-around.
”SINK RATE” - Excessive descent rate near the ground.
”MINIMUMS MINIMUMS” Announced when the radio height matches the value set in the DH
selector on the pedestal.
”GLIDESLOPE” – Announced when the aircraft is below the glideslope by an unacceptable

margin.
The GPWS also warns if windshear is detected. The windshear warning consists of the
WINDSHEAR light, a windshear aural warning, and a Master Warning. The warning is cancelled
when the conditions no longer exist.
Traffic Alert and Collision Avoidance System (TCAS)

The TCAS system warns of potential conflicts with other aircraft. The system is turned on via
the transponder panel on the pedestal. Traffic information is displayed on the EHSI and can be
toggled on/off using a button on the EHSI control panel. “TFC” is displayed on the EHSI when
the system is operating normally. If the TCAS display is toggled OFF, the EHSI shows no traffic
indications.
Area traffic are displayed on the EHSI MAP mode at their relative distance, bearing, and
altitude from the aircraft. The relative altitude of the traffic is displayed in +/- 100s of feet
next to the targets symbol along with a vertical trend arrow. The trend arrow points up if the
traffic is climbing and points down if the traffic is descending. As a matter of convention,
lower traffic have negative values with data tags displayed below the traffic symbol. Higher
traffic have positive values with data tags displayed above the traffic symbol.
Non-threatening “other” traffic are displayed as hollow white diamonds with their relative
altitude displayed. Traffic that penetrates the TCAS advisory threshold display as solid white
diamonds. When the proximity of the traffic becomes more critical, a Traffic Advisory (TA) is
received and the target becomes a solid yellow circle. Traffic that become an immediate
threat become red squares and a Resolution Advisory is received. Vertical escape commands
are generated and must be followed precisely by the pilot. The traffic display returns to normal
when the “CLEAR OF CONFLICT” announcement is received.

WARNING SYSTEMS
CAS EICAS Message Control
1- Warnings: Always displayed on top in RED. Can only be cleared by fixing the malfunction.
These require immediate crew attention.
2- Cautions: Displayed on top below any warnings. These messages may be cancelled using the
CANCEL button next to the EICAS screen. These items require timely corrective action.
3- Advisories: Displayed offset 1 character from the other messages. These messages do not
generate an aural alert and may be canceled using the CANCEL button. These items require
corrective action on a time available basis.
4- Page #: Displayed anytime more than one page of messages is available. Use the CANCEL
and RECALL buttons to view messages as described below.
5- CAS Buttons: Used to clear and recall CAS messages on the EICAS.
CANCEL – Clears active messages from the EICAS (except Warnings).

- If pressed with more than one page available, the next page is displayed.
- Subsequent presses cycles through remaining pages until cleared.
RECALL - Recalls CAS messages beginning at page 1.

WARNING SYSTEMS
Warning and Caution Annunciators (Main panel)
FIRE – Illuminates when a fire warning is active for the engines, APU, cargo compartments, or
wheel wells. Illuminates for the duration of the event.
CONFIG – Configuration warning light. Illuminates with an aural warning and Master Warning
light when the aircraft is not in the proper configuration for takeoff or landing.
TAKEOFF: Takeoff power applied and one of the following conditions exists:
- Stabilizer trim not in the takeoff range.

- Flaps are not set for takeoff.
- Parking brake is set.
- Spoiler handle not DOWN.
LANDING: Warnings are active in flight when the gear are not down and locked and:
- Airplane is below 800 feet RA and a throttle is at idle.

- Landing flaps (25 or 30) are selected with the gear not down.
WINDSHEAR – Illuminates when windshear is detected.
PULL UP – Illuminates when the GPWS PULL UP command is activated. The GPWS system can
be tested by pressing on the mouse click area over the light.
A/P DISC – Illuminates when the autopilot is disconnected. Cancelled by pressing the autopilot
disconnect a second time or by pressing the Master Warning button on the glare shield.
SPEED BRAKES – Illuminates when the speed brakes are aft of ARMED and the landing flaps are
selected (25 or 30).
CABIN ALT – Illuminates with an aural warning and Master Warning light when the cabin
altitude is above 10,000 feet.
OVSP – Illuminates with an aural warning when the aircraft is exceeding MMO/VMO.
ALT ALERT – Illuminates anytime an altitude alert is generated based on MCP ALT.
AUTOPILOT – Illuminates if an operating channel of the autopilot has failed. The autopilot may
remain connected with this caution.
A/T DISC – Illuminates when the A/T is disconnected. Press the A/T disconnect
keyboard/joystick button a second time to cancel.
FMC – Illuminates when a message is received in the CDU scratchpad.
G/S INHIBIT – Press to inhibit all GPWS warnings. Press again to restore.

WARNING SYSTEMS
Transponder TCAS Control
1- Transponder Power Switch: Turns the transponder on/off.
SBY - Transponder is in standby (off) mode.
AUTO - Transponder operates automatically.
ON - Transponder is turned ON.
2- Transponder Code Window: Sets the transponder code. Press on the digits with the mouse
to change the code.
3- TCAS Control Knob: Controls the operation of the TCAS system.
XPDR ONLY - TCAS system is OFF and only the transponder operates.
TA - TCAS is in Traffic Advisory mode only. Traffic is displayed on the EHSI, but
conflict resolution commands are not available.
TA/RA - TCAS traffic is displayed and conflict resolution commands are available.
Note: To toggle traffic on the EHSI, press the top of the EHSI Range Selector knob. A TCAS
OFF message is shown on the EHSI if the TCAS display is toggled OFF.

WARNING SYSTEMS
TCAS Display
1- TCAS Status Display: The status of the TCAS system is displayed here.
TFC - Traffic display is active.
TA ONLY - TCAS is in Traffic Advisory mode. Resolution Advisories are disabled.
TCAS OFF - TCAS system is OFF. No traffic information or advisories are available.
(blank) - TCAS display is toggled OFF via the EHSI Range Select Knob.
Note: When TFC is displayed and TA ONLY is not displayed, the system is in the TA/RA
mode and Resolution Advisories will be received.
2- Other Traffic: Traffic that is not a threat are displayed as hollow white diamonds. The
relative altitude (in 100s) is displayed with a trend vector. This example aircraft is 1800 feet
below and descending.
Note: As a matter of convention, lower traffic have negative values with data tags
displayed below the traffic symbol. Higher traffic have positive values with data tags
displayed above the traffic symbol.
3- Proximate Traffic: Traffic within 1200 feet vertically and 6 miles laterally are displayed as
solid white diamonds.
4- Traffic Advisory (TA) Traffic: Aircraft within 20 to 48 seconds of entering collision airspace
are displayed as yellow circles. An aural “TRAFFIC…TRAFFIC” announcement is generated and
TRAFFIC (in yellow) is displayed on the EHSI.
5- Resolution Advisory (RA) Traffic: Immediate threat aircraft within 15 to 35 seconds of

entering the collision airspace are displayed as red squares. Vertical guidance aural commands
are generated and TRAFFIC (in red) is displayed on the EHSI. Display returns to normal with the
“CLEAR OF CONFLICT” announcement.
6- TRAFFIC Event Display: Displays in yellow for a TA event and red for an RA event.

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

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

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

NORMAL PROCEDURES and CHECKLIST

This section outlines normal procedures to be followed when flying the 767 in FS2004. These
procedures are meant as guidelines only, and may be modified based on user preference.
Expanded procedures are provided first, followed by an abbreviated checklist that may be
printed and used in daily operations.
The following procedures are written with a “flow” concept in mind. Cockpit flows are used
extensively during all phases of flight to facilitate the safe and expedient operation of aircraft
systems.
Cockpit Preparation
The Cockpit Preparation flow starts with the upper left hand corner of the overhead panel.
Each overhead panel system is checked in a downward flow beginning at the top of each
overhead panel column. After the overhead is checked, the flight instruments and AFDS panel
are checked from left to right. From the AFDS panel, follow down the EICAS screens to
preflight the pedestal systems. The following checklist is an expanded version with
explanations of each procedure when necessary.
IRS Mode Selectors – NAV Place the mode selector switches for all IRU’s to
NAV and enter the aircraft position in the FMC POS
INIT page.
Yaw Damper Switches – ON Check to make sure both switches are ON. These
switches are always left ON.
EEC Switches – ON Check to make sure both switches are ON. These
switches are always left ON.
Hydraulic Panel – Check Primary engine pumps switches ON.
Primary electric and all demand pump switches
OFF.
Overhead Cautions – Check Check for normal indications (ex. Door lights).
Evacuation Signal Panel – Check Switch should be guarded OFF and test the EVAC
light.
HF Radio – OFF
Battery Switch – ON
Standby Power Selector – AUTO
Electrical Panel – Check All electrical switches should be pushed IN.
Electrical switches are only turned OFF for
abnormal conditions.
APU – As required. Start the APU if necessary or establish external
power.
Cockpit Voice Recorder – Test. Listen for test tone.
Emergency Light Switch – Armed
Passenger Oxygen Switch – Blank
Ram Air Turbine Switch – Blank
Ignition Switch – Set Set 1 for odd days, 2 for even days, and BOTH for
cold weather operations.
Engine Start Selectors – AUTO
Fuel Jettison Panel – OFF Switches blank and selector OFF.
Fuel Panel – Set Forward and Aft main fuel pumps OFF.
Center fuel pumps OFF.
Crossfeed switches OFF.
Fuel quantity and balance – Check Check the proper fuel load and balance.
Engine and Wing Anti-Ice – OFF
Exterior Lights – As required. Position lights should be ON. All others OFF.
Cargo Heat – OFF
Window Heat – ON

HF Radio – OFF
Passenger Signs – As required.
Pressurization Panel – Set Set landing altitude.
Select AUTO 1 for odd days.
Select AUTO 2 for even days.
Set auto rate at the detent position.
Equipment Cooling Switch – AUTO
Temperature Control Knobs – As required
Trim Air Switch – ON This switch is always left ON.
Recirc Fan Switches – ON These switches are always left ON.
Pack Control Selectors – As required. If the APU is in use, turn the pack switches to
AUTO. If external air is in use, turn pack switches
OFF.
Isolation switches – ON Left and Right switch ON.
Center switch guarded ON.
Engine Bleed Switches – ON These switches are always left ON.
APU Bleed Switch – ON This switch is always left ON.
FMC – Program Program the FMC with route and performance
information.
AFDS Panel – Set Nav1 Radio – Set manual frequency if required,
otherwise set to AUTO.
FD Switch – ON
A/T Switch – OFF
IAS/MACH – Set V2 from FMC.
HDG – Set as required.
ALT – Set as required.
Disengage bar - UP.
Nav2 Radio – Set manual frequency if required,
otherwise set to AUTO.
Flight Instruments – Set Instrument Source Selectors – NORM
Airspeed – Check and set speed bugs for takeoff
Note: These checks should be done after (use automatic bug setting mouse click area for
the IRU’s have aligned. easy setting).
RMI - Set pointer controls and verify headings.
EADI – Check.
EHSI – Check. Range and display mode set as
required. (10-mile Map mode is normal).
ASA – Blank.
Altimeter – Set altimeter.
VSI – Indicates 0.
Clock – Set.
Standby Instruments – Set.
Warning Annunciators – Check All should be off.
Standby Engine Gauges – AUTO
Autobrakes – OFF
EICAS – Check. Check CAS messages for abnormal indications.
Check engine gauges for normal indications.
Check STATUS page and then set lower EICAS
screen to the ENGINE page.
TRP – Set TO and derate. Pre-select derate 1 or 2 if desired.
Flap Indicator – Set 0. Check warning lights are off and that the indicator
agrees with the flap handle.
Alternate Flap Selector – NORM Check selector set to NORM and ALTN not
displayed in the LE or TE switches.
Landing Gear – DOWN and GREEN Check no amber lights illuminated.
Alternate Gear Switch – Guarded OFF
GND PROX Override Switches – OFF

Parking Brake – SET
Stabilizer Trim – SET Set green band (approximately 4 units is normal)
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.
Cargo Fire Panel – Normal
Transponder – Set Set to desired code and leave turned OFF.
Comm Panel – Set Set radios as required.
Audio Panel – Set Set knobs as required.
ILS Frequency – As Required. Set to PARK or to required ILS frequency for
departure.
Aileron and Rudder Trim – Set 0.
Following the cockpit preparation flow, the following procedures are used in normal
operations. These procedures are done by memory with reference to an abbreviated checklist.
The abbreviated checklist is included at the end of this section.
Before Starting Engines

Hydraulic Panel – ON and AUTO Turn ON primary electric pumps and set all
demand pumps to AUTO.
Fuel Panel – Set Turn ON fuel pumps in all tanks with fuel.
Red Anti-collision Lights – ON
Stabilizer Trim Confirm green band.
Flight Controls – Check Display STATUS page and check correct movement
of ailerons and elevator. Restore ENGINE display
when finished.
Starting Engines
Announce “Starting___Engine”. The right engine is normally started first.
L or R Start Selector – GND Set the appropriate start selector to GND to begin
the start sequence.
L or R Fuel Control Switch – RUN When N2 reaches a minimum of 18%, set
appropriate fuel control selector to RUN and
monitor EGT for lightoff. Abort the start for
abnormal indications or if temperature exceeds
750 during start.
At 50% N2, Confirm Start Selector AUTO. Confirm start selector returns to AUTO.
Repeat procedure for remaining engine.

After Starting Engines
Pack Switches – AUTO
Isolation Switches (L and R) – OFF
Cargo Heat Switches - ON
Engine Anti-Ice – As required. Use if temperature is below 10°C and visible
moisture is observed.
APU Switch – OFF
Autobrake Selector – RTO
EICAS – RECALL and check. Check for appropriate CAS messages and engine
indications. There should be no messages
displayed in normal operations.
Ground Equipment – Disconnect Ensure ground connections are clear.
Before Takeoff
Parking Brake – Released
Flaps – Set for Takeoff Set 5 or 15.
Takeoff Briefing – Accomplish Verify performance and navigation data in the
FMC and brief the takeoff procedure.
Flight Attendants – Notify
Takeoff
Exterior Lights – Set Turn on landing lights and anti-collision lights.
Transponder – Set TA/RA
Throttles – Advance to 70% N1.
A/T – Arm and engage N1 mode Verify proper thrust is set prior to 80 knots.
Verify 80 knots. Verify THR HOLD mode.
Monitor airspeed for V1 and VR At VR, rotate smoothly until airborne and then
establish an approximate 15 degree pitch up
attitude. Then follow the FD pitch commands.
Positive rate of climb Gear handle UP, then OFF when retracted.
At 400’ Select LNAV or HDG SEL as required.
For LNAV, use the DIRECT TO procedure or
intercept the route course using HDG SEL.
At 1000’ Engage VNAV and follow FD commands
or
Select FL CH and set speed to 250.
Flaps – Retract upon acceleration. Flap retraction schedule=
When passing: Set flaps

Vref30+20: Flaps 5
Vref30+40: Flaps 1
Vref30+60: Flaps UP
When flaps are UP, maintain a minimum airspeed

of Vref30+80. Normally climb out at 250 knots
until reaching 10,000 feet. Then accelerate to
300 knots or FMC ECON speed.
Climb thrust Verify set to CLB, CLB1 or CLB2 as desired.

Climb and Cruise
Above 10,000 feet Landing lights – OFF
Above 18,000 feet (or transition altitude) Set altimeters 29.92”
Fuel Panel Monitor balance and turn off Center Fuel Pumps
when center tank is empty.
Descent
Below 18,000 feet (or transition altitude) Set local altimeter.
Below 10,000 feet Landing lights - ON
Verify FMC arrival and approach Program arrival and approach fixes as required.
Flight Instruments and Radios – Set Set, tune and identify instruments and radios
required for an instrument approach.
Airspeed Bugs – Set Set speed bugs for landing (use automatic bug
speed mouse click area for easy setting).
Autobrakes – As required Set 1 through MAX AUTO as appropriate. The use
of autobrakes is at pilot discretion.
Approach briefing – Complete
Landing
Flaps – Extend during deceleration. 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, the minimum

speed is Vapproach.
Vapproach = Vref30 + wind factor
Wind factor = ½ steady headwind + gust factor

Gust factor = gust reported – steady wind
On downwind Set flaps 5 and speed 180.
Glideslope alive or 1500’ RA Gear DOWN and Flaps 20.
Speed brakes – ARMED
Glideslope capture or 1000’ RA Set flaps for landing (25 or 30). Landing flaps 30
is normal. Set speed to Vapproach.
Set Missed Approach altitude Dial altitude into MCP ALT window.
Monitor approach progress. At DA (instrument approach) or 500 feet,
announce LANDING. If unable to land, execute a
go-around.
Upon touchdown, verify spoiler Disconnect autopilot and autobrakes prior to
deployment and decelerate using turning off the runway.
reversers and brakes.

After Landing
Exterior Lights – As required. Turn off runway lights and white anti-collision
lights.
Flight Director Switches – OFF
Autobrakes – OFF
Speed brakes – DOWN
Flaps – UP
Transponder – OFF
APU – As required Start the APU prior to gate arrival if external
power is not available.
Shutdown
Parking Brake – SET
APU or External Power – Establish Verify APU is running or request/select external
power.
Engine Anti-Ice Switches – OFF
Isolation Switches (L and R) – ON This permits the APU to supply air to both packs.
Fuel Control Switches – CUT OFF
Seat Belt Sign – OFF
Hydraulic Panel – Set Turn OFF Primary electric pumps and all demand
pumps. Primary engine pumps are left ON.
Fuel Pump Switches – OFF
Red Anti-Collision lights – OFF
Complete Shutdown
IRS Mode Selectors – OFF
Emergency Light Switch – OFF
Window Heat Switches – OFF
Cargo Heat Switches – OFF
APU or External Power - Deselect Deselect external power or turn off the APU.
Standby Power Selector – OFF
Battery Switch - OFF

NORMAL CHECKLIST Level-D 767-300
PREFLIGHT
PASSENGER SIGNS……………………………………………………………………………………SET
FLIGHT INSTRUMENTS……………………………………………………………………………SET
PARKING BRAKE…………………………………………………………………………………………SET
FUEL CONTROL SWITCHES…………………………………………………………CUT OFF
BEFORE START
AFDS MCP………………………………………………………………………………………………………SET
AIRSPEED BUGS…………………………………………………………………………………………SET
FMC CDU…………………………………………………………………………………………………………SET
TRIM……………………………………………………………………………………………………___UNITS
FLIGHT CONTROLS………………………………………………………………………………CHECK
AFTER START
ENGINE ANTI-ICE………………………………………………………………AS REQUIRED

ISOLATION SWITCHES (L AND R)…………………………………………………OFF
EICAS RECALL………………………………………………………………………………………CHECK
AUTO BRAKES………………………………………………………………………………………………RTO
GROUND EQUIPMENT……………………………………………………………………………CLEAR
BEFORE TAKEOFF
FLAPS………………………………………………………………………………………………………SET___
AFTER TAKEOFF
LANDING GEAR SELECTOR……………………………………………………………………OFF

FLAPS…………………………………………………………………………………………………………………UP

NORMAL CHECKLIST Level-D 767-300

APPROACH
PRESSURIZATION………………………………………………………SET LANDING ALT

AIRSPEED BUGS…………………………………………………………………………………………SET
ALTIMETERS…………………………………………………………………………………………………SET
EICAS RECALL………………………………………………………………………………………CHECK
LANDING
SPEEDBRAKES…………………………………………………………………………………………ARMED
LANDING GEAR…………………………………………………………………………………………DOWN
FLAPS………………………………………………………………………………………………………SET___
SHUTDOWN
HYDRAULIC PANEL……………………………………………………………………………………SET
FUEL PUMP SWITCHES……………………………………………………………………………OFF
FLAPS…………………………………………………………………………………………………………………UP
SPEEDBRAKE LEVER………………………………………………………………………………DOWN
PARKING BRAKE…………………………………………………………………………………………SET
FUEL CONTROL SWITCHES…………………………………………………………CUT OFF
COMPLETE SHUTDOWN
IRS SELECTORS…………………………………………………………………………………………OFF
EMERGENCY LIGHTS SWITCH………………………………………………………………OFF
WINDOW HEAT SWITCHES………………………………………………………………………OFF
PACK SWITCHES…………………………………………………………………………………………OFF
APU / EXTERNAL POWER………………………………………………………………………OFF
STANBY POWER SELECTOR……………………………………………………………………OFF
BATTERY SWITCH………………………………………………………………………………………OFF


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Level-D Simulations 767-300 1

FOR FLIGHT SIMULATOR USE ONLY.

USING THIS MANUAL ............................................................................................... 7

INTRODUCTION AND OVERVIEW ................................................................................. 8

Cockpit Panels (2D) ............................................................................................8

AUTOFLIGHT SYSTEM .............................................................................................18

Flight Control Computers (FCC)............................................................................ 18

ELECTRICAL SYSTEM ..............................................................................................31

Battery Power ................................................................................................ 31

ENGINES AND ENGINE INDICATING (EICAS) ...................................................................38

Engine Controls ............................................................................................... 38

FOR FLIGHT SIMULATOR USE ONLY.

FIRE DETECTION AND PROTECTION ............................................................................47

Engine Fire and Overheat ................................................................................... 47

FLIGHT CONTROLS ................................................................................................51

Primary Flight Controls...................................................................................... 51

FLIGHT INSTRUMENTS ............................................................................................57

Electronic Flight Instrument System (EFIS) .............................................................. 57

FLIGHT MANAGEMENT SYSTEM (FMS)..........................................................................69

Control Display Unit (CDU) ................................................................................. 69

FOR FLIGHT SIMULATOR USE ONLY.

FUEL SYSTEM..................................................................................................... 124

Main Wing Tanks.............................................................................................124

HYDRAULIC SYSTEM............................................................................................. 130

Left and Right Hydraulic Systems.........................................................................130

FOR FLIGHT SIMULATOR USE ONLY.

ICE AND RAIN PROTECTION .................................................................................... 135

Engine Anti-Ice ..............................................................................................135

INERTIAL REFERENCE SYSTEM (IRS).......................................................................... 138

LANDING GEAR AND BRAKES .................................................................................. 142

LANDING GEAR CONTROLS AND INDICATORS .................................................................143

PNEUMATIC SYSTEM............................................................................................. 147

Engine Bleeds ................................................................................................147

RADIOS AND COMMUNICATION ................................................................................ 155

VOR Receivers ...............................................................................................155

FOR FLIGHT SIMULATOR USE ONLY.

WARNING SYSTEMS .............................................................................................. 159

Crew Alerting System (CAS) ...............................................................................159

NORMAL PROCEDURES AND CHECKLIST ..................................................................... 168

Cockpit Preparation ........................................................................................168

FOR FLIGHT SIMULATOR USE ONLY.

USING THIS MANUAL

Introduction and Overview

FOR FLIGHT SIMULATOR USE ONLY.

INTRODUCTION and OVERVIEW

Cockpit Panels (2D)

Panel Type Panel Contents Display Control

FOR FLIGHT SIMULATOR USE ONLY.

Virtual Panel (3D)

FOR FLIGHT SIMULATOR USE ONLY.

Define… - Displays a submenu for the definition of 767 system failures.

FOR FLIGHT SIMULATOR USE ONLY.

None= Derate climb is never reduced.

FOR FLIGHT SIMULATOR USE ONLY.

On the ground (for Takeoff):

Battery discharge – Battery discharge can drain the battery dead.

Electric load shedding - Realistic electrical load shedding occurs.