757-767 Study Guide

Boeing 757-767 Study Guide
For Training Purposes Only
Caveat Emptor
This Study Guide is for training purposes only and does not replace any official publication. Every
effort has been made to ensure accuracy, but there is no guarantee and no liability. Always remember
that Delta publications have priority over anything here and be sure to compare the date on the Study
Guide with the dates on current Delta manuals since it always takes a while to update the Study
Guide after the manuals change. Furthermore, be aware this Study Guide doesn’t cover everything
we need to know to safely operate the airplane. There is plenty in the manuals that isn’t covered
here. Finally, please remember this Study Guide is a collection of both procedures and techniques,
with no distinction between the two. It would be unwise to argue with your instructor or evaluator
if he or she tries to show you another way to do something.
Do not download this Study Guide from websites other than www.convectivedigital.com. Other
people have created slide shows, eBooks and even executable files from this Study Guide without
permission and they may contain malware.
Comments and suggestions are always welcome and please be sure to let me know if you find errors
or if the Training Department changes the way we should do things. There’s a feedback link on the
website.
Fly safe!
Dave Collett 1
February 12, 2018
www.convectivedigital.com
Memory Items
Aborted Engine Start Fuel Control switch (affected side) – CUTOFF
Airspeed Unreliable (757) Autopilot Disengage switch – Push

Autothrottle ARM switch – Off
Flight Director switches (both) – Off
If necessary to stabilize the aircraft, set the following gear up
pitch attitude and thrust:
Flaps extended – 10º and 75% N1
Flaps up – 4º and 75% N1
Airspeed Unreliable (767) Autopilot Disengage switch – Push

Autothrottle ARM switch – Off
Flight Director switches (both) – Off
If necessary to stabilize the aircraft, set the following gear up
pitch attitude and thrust:
Flaps extended – 10º and 80% N1
Flaps up – 4º and 75% N1
Cabin Altitude or Rapid Don the oxygen masks.

Depressurization Establish crew communications.
Dual Engine Failure Engine Start selectors (both) – FLT

Thrust Levers (both) – Idle
Fuel Control switches (both) – CUTOFF, then RUN
Engine Fire or Engine Severe Autothrottle ARM switch – OFF

Damage or Separation Thrust Lever (affected side) – Confirm – Idle
Engine Limit or Surge or Stall Autothrottle ARM switch – OFF

Thrust Lever (affected side) – Confirm – Retard until engine
indications stay within limits or the thrust lever is at Idle
Evacuation Flow Use the checklist if possible.

If using the checklist is not possible, use this flow pattern:
Stop – set the parking brake
Configure – open the outflow valve
Shutdown – cut off both Fuel Control switches
Evacuate – away from any fire
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February 12, 2018
Recall Limitations
Automatic Landing Maximum allowable wind speeds when landing weather minima
are predicated on autoland operations (CAT II autoland or
CAT III):
Maximum Headwind – 25 knots
Maximum Crosswind – 25 knots*
Maximum Tailwind – 10 knots
* The Boeing AFM low visibility autoland crosswind limitation
is 25 knots. To both initiate and land, Delta Ops Specs further
restricts CAT II and CAT III low visibility operations to a
15 knot crosswind limit. For CAT I or higher visibility, the
autoland crosswind limit is 40 knots.
Autopilot After takeoff, the autopilot must not be engaged below

200 ft. AGL.
Use of aileron trim with the autopilot engaged is prohibited.
Flight Controls The maximum altitude for flap extension is 20,000 feet.
Maximum Operating Altitude 757 – 42,000 feet pressure altitude.

767 – 43,000 feet pressure altitude.
Maximum Takeoff and Landing 10 knots or as permitted by Company Pages.

Tailwind Component
Takeoff and Landing Crosswind 40 knots, including gusts.

Limit The crosswind component may be further limited by low
visibility approaches, autolands or contamination.
Refer to SP 16, Guidelines for Takeoff on Contaminated
Runways or Landing with Braking Action Less than Good.
Turbulent Air Penetration Speed 290 KIAS/.78 Mach, whichever is lower.
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February 12, 2018
Non-Recall Limitations
ACARS ACARS is limited to the transmission and receipt of messages which

will not create an unsafe condition if the message is improperly
received, however Pre-Departure, Digital ATIS, Oceanic Clearances,
Weight and Balance, and Takeoff Data messages can be transmitted
and received over ACARS if they are verified per approved
operational procedures.
Air Conditioning/Pressurization When the airplane is electrically powered for more than 20 minutes on
the ground and the outside air temperature is 34ºC (94ºF) or greater,
equipment cooling must be provided in accordance with the table in
the Limitations section of Volume 1.
APU Limitations The starter duty cycle is a maximum of 3 consecutive starts or start
attempts within a 60-minute period.
In flight, APU bleed air is available up to approximately 17,000 feet.
Automatic Landing Do not use the autopilot below 100 feet radio altitude at airport
pressure altitudes above 8,400 feet.
Autoland is authorized for Flaps 25 or Flaps 30 landing only.
Do not autoland the aircraft when ground speed exceeds 165 knots.
Door Mounted Escape Slides Entry door evacuation slide systems must be armed and engagement of
the girt bar with the door sill verified prior to taxi, takeoff or landing
whenever passengers are carried.
EGT Limitations EGT limitations vary by airplane and engine. Refer to the Limitations
section of Volume 1.
757 – if start EGT surpasses 485ºC (red radial) but does not exceed
545ºC, engine shut down is not required. Make a logbook entry and
contact MCC prior to dispatch for further guidance.
767 – if maximum engine start limits are exceeded, shut down the
engine. Maintenance action is required prior to further operation.
Engine Emergency Conditions The published operating limits for engines relate to predefined normal
and abnormal operations. If, however, any crew finds itself in a life-
threatening situation which requires an application of thrust beyond
the certified takeoff limits, they can feel confident that the engine(s)
will operate satisfactorily for whatever reasonable time is required to
maintain safe control of the aircraft.
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February 12, 2018
Engine Ignition Continuous ignition must be on (Engine Start Selector in the CONT
position) while operating in severe turbulence.
Continuous ignition is automatically provided with the flap lever out
of the UP position or in icing conditions when engine anti-ice is on.
Engine Indicating The flight crew shall not blank the engine vibration display during
takeoff.
Engine Limit Display Markings Minimum and maximum limits are red.
Caution limits are amber.
Engine Starter Duty Cycle Continuous for 5 minutes.

Cool for 30 seconds per minute of operation.
Flight Controls Full application of pitch, roll, or yaw controls should be confined to
speeds below the maneuvering speed. Rapid and large alternating
control inputs, especially in combination with large changes in pitch,
roll, or yaw, and full control inputs in more than one axis at the same
time should be avoided as they may result in structural failures at any
speed, including below the maneuvering speed.
Flight Deck Access System Verify that an operational check of the Flight Deck Access System has
been accomplished according to approved procedures once each
flight day.
Fuel Use of Jet B and JP4 is prohibited.

The maximum fuel temperature is 49ºC (120ºF).
The maximum fuel imbalance for dispatch is 1,500 pounds.
The minimum inflight fuel tank temperature for Jet A is -37ºC. Other
fuels have lower minimum temperatures and are listed in the
Limitations section of Volume 1. These temperatures are 3 degrees
above the fuel freeze point.
GPWS Do not use the terrain display for navigation.

Terrain awareness alerting and terrain display functions are prohibited
within 15 nm of takeoff, approach or landing on a runway or airport
not contained in the GPWS airport database. Crews will be notified
of those runways/airports via EFB or flight plan remarks.
Look-ahead and terrain alerting and display functions must be
inhibited by selecting the Ground Proximity Terrain Override switch
to OVRD if:
• the FMS is operating in IRS NAV only
• prior to takeoff, FMS position updating is not accomplished or
actual runway position is not verified by ensuring, with the 5 or
10 nm range selected on the EFIS control panel, the airplane is
displayed at the appropriate point on the runway symbol
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February 12, 2018
HF Radios Do not operate HF radios during refueling operations.
Logbook Entry A logbook entry is required any time an aircraft limitation is exceeded,
e.g., an overweight landing, engine exceedance, etc.
Maximum Takeoff and Landing 8,400 feet pressure altitude for most airplanes.
Altitude 9,500 feet pressure altitude for ships 636, 638, 640-641 and
6815-6817.
N2 Control Mode (757 Only) Takeoff in N2 control mode (ENG LIM PROT light illuminated) is not
permitted.
Reverse Thrust Reverse thrust is for ground use only.

Backing the airplane with reverse thrust is prohibited.
Runway Slope ± 2%
RVSM Altimeter Cross Check Limits Standby altimeters do not meet altimeter accuracy requirements of
RVSM airspace.
The maximum allowable in-flight difference between the Captain’s
and First Officer’s altimeters for RVSM operation is 200 feet.
The maximum allowable difference between the Captain’s or First
Officer’s altimeter and field elevation is 75 feet at all field elevations.
The maximum allowable difference between the Captain’s and First
Officer’s altimeters on the ground varies by airplane and field
elevation, but if they are within 25 feet of each other they satisfy the
most restrictive condition.
Weather Radar Avoid weather radar operation in a hangar or within 50 feet (15.25
meters) of fueling operations or a fuel spill.
Avoid weather radar operation when personnel are within the area
normally enclosed by the aircraft nose radome.
The hangar recommendation does not apply to the weather radar test
mode.
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February 12, 2018
Weight Limitations Maximum weight limitations vary by airplane and tail number. Refer
to the Limitations section of Volume 1.
On the 757, if the main tanks are not full, center tank fuel may not
exceed 2,000 pounds.
On the 767, the center tank may contain up to 22,000 pounds of fuel
with less than full main tanks provided center tank weight plus actual
zero fuel weight does not exceed the maximum zero fuel weight and
center of gravity limits are observed.
On the 767ER, with the fuel jettison system installed and activated,
total fuel must not be less than 10,300 pounds in the main tanks.
Weights may be further restricted by field length limits, climb limits,
tire speed limits, brake energy limits, obstacle clearance, or enroute
and landing requirements.
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February 12, 2018
Maneuvers
NORMAL TAKEOFF PROFILE (Distant/ICAO NADP 2)

Confirm alignment with the intended departure runway on the HSI.
Release brakes and advance thrust levers. Allow the engines to stabilize momentarily and then promptly advance the
thrust levers toward takeoff thrust. Ensure the engines accelerate symmetrically to avoid directional control
problems. Maintain light forward pressure on the control column until approximately 80 knots.
At 70% N1/1.1 EPR minimum: “N1” or “EPR” as appropriate. [PF]
After takeoff thrust is set, the Captain’s hand must be on the thrust levers until V1.
At 80 knots: “80 knots, Throttle Hold, Thrust Normal.” [PM]
At appropriate speeds: “V1 . . . Rotate.” [PM]
Rotate toward 15º nose up at 2 to 2½ degrees per second. Do not follow the flight director pitch bar. Early or rapid
rotation may cause a tail strike. Late, slow, or under-rotation increases takeoff roll.
After altimeter increase: “Positive Rate.” [PM]
After confirming altimeter increase: “Gear Up.” [PF]
Follow the flight director only after liftoff and away from the ground. The flight director initially commands
V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the current airspeed remains above the target
speed for 5 seconds, the target speed resets to the current airspeed up to a maximum of V2 + 25 knots.
At 400' RA: Verify LNAV or “Heading Select.” [PF] Call for Heading Select if necessary. LNAV is usually armed
before takeoff and will engage prior to 400' RA so action is usually not necessary at this time.
At 1,000' AFE: “Climb Power.” [PF]
On a Flaps 15 or Flaps 20 takeoff, when 20 knots below the first SWB and accelerating: “Flaps 5.” [PF]
On a Flaps 20 takeoff, do not call for or select Flaps 15. Retract the flaps directly to Flaps 5.
At the first SWB with Flaps 5 and accelerating: “Flaps 1.” [PF]
At 20 knots below the second SWB with Flaps 1 and accelerating: “Flaps Up, After Takeoff Checklist.” [PF]
(Sources: GS, Ground School Handouts, Normal Procedures, FCTM Chapter 3, Volume 2 Chapter 4)
SPECIAL TAKEOFF PROFILE (Close-In/ICAO NADP 1)

This is a common noise abatement takeoff in Asia and Europe.
Ensure “3000” is set on the ACCEL HT line on Takeoff Ref page 2. It should load automatically with the TDU.
Maintain V2 + 20 until 3,000' AFE and then follow the flight director to lower the nose and accelerate. Retract the
flaps on the speed schedule.
Engine failure, windshear or any non-normal affecting safety of flight cancels the noise abatement procedure.
(Sources: SP 11, FCTM Chapter 3)
TAKEOFF WITH VNAV INOPERATIVE

At 1,000' AFE: “Flight Level Change, Bug Clean Speed, Climb Power.” [PF]
Accelerate to clean speed and retract flaps on the speed schedule.
At 2,500' AFE: “Bug 250 knots.” [PF]
In Class B airspace, 250 knots may be used instead of clean speed at 1,000' AFE if desired.
(Sources: Ground School Handouts, FARs)
IF THE FLAPS OR SLATS DO NOT RETRACT AFTER TAKEOFF

After determining the flaps or slats have failed to move: “Flight Level Change, Bug 180 knots.” [PF]
Climb at 180 knots with existing flaps and refer to the checklist.
180 knots is just an arbitrary airspeed that should be above V2 + 15 and is below Flaps 5, 15 and 20 limit speeds.
Other airspeeds may be used, provided both the minimum maneuvering speed and the flap limit speed for the
existing (not selected) flap and slat positions are protected.
(Source: GS)
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February 12, 2018
LOW ALTITUDE HOLD DOWN
If altitude capture occurs before the flaps are fully retracted on takeoff.
• if altitude capture occurs before CLB power is selected, the Thrust Management Computer will remain in
Takeoff, the autothrottles will remain in Throttle Hold, and the airplane will accelerate and overspeed the flaps
unless pilot action is taken. Either manually retard the throttles to prevent flap overspeed or select CLB power,
bug clean speed, engage the autothrottles in SPD and then retract flaps on the speed schedule. The callout for
the latter option is:
“Climb Power, Bug Clean Speed, Autothrottles – Speed.” [PF] (CBS)
• if altitude capture occurs after CLB power is selected, the autothrottles will engage in Speed mode, the MCP
speed window will open to the current airspeed, and the autothrottles will retard to maintain the current
airspeed. In this case, simply rotate the speed bug to clean speed, ensure the autothrottles are in Speed mode
and retract the flaps on schedule.
In Class B airspace, 250 knots may be used instead of clean speed if desired.
(Sources: GS, FCTM Chapter 4, FARs)
FMS CLIMB PAGE ANOMALY

Occasionally, the FMC may erroneously sense an engine failure during single-engine taxi and trigger the FMS
Climb Page anomaly after takeoff. This anomaly causes the Command Bug to slew to Vref + 80 knots (clean
speed), the Climb page to revert to a Vref + 80 climb, and prevents the selection of CLB thrust and VNAV. In
addition, fuel and time data will not display on the PROG or LEGS DATA pages. Flight Level Change and
Vertical Speed will function normally however.
To recover you must convince the FMS that both engines are operating (assuming they really are):
• go to the CLB page and select and execute the ALL ENG prompt
• if the ALL ENG prompt is not displayed, select ENG OUT and then select ALL ENG
• select CLB power and engage VNAV
(Source: SP 11)
REJECTED TAKEOFF
Prior to 80 knots, reject the takeoff for: After 80 knots and before V1, reject only for:
• Master Caution or Master Warning activation • Master Warning activation
• system failures (not component failures) • engine failure
• unusual noise or vibration • fire or fire warning
• tire failure • predictive windshear warning
• abnormally slow acceleration • if the airplane is unsafe or unable to fly
• takeoff configuration warning (“Fire, failure, fear, shear or Master Warning”)
• a side window opening
• engine failure • After V1, reject only:
• fire or fire warning if the airplane is unsafe or unable to fly
• predictive windshear caution or warning
• if the airplane is unsafe or unable to fly Note: 80 KIAS is the boundary between a low speed
and a high speed rejected takeoff.
Suggested Captain’s rejected takeoff briefing:

• prior to 80 knots, we will abort for a Master Caution, Master Warning, engine failure, predictive windshear,
unusual noises or vibrations, or if the aircraft is unsafe or unable to fly
• from 80 knots to V1, we will abort for a Master Warning, engine failure, unusual noises or vibrations, or if the
aircraft is unsafe or unable to fly
• above V1, we will abort if the aircraft is unable or unsafe to fly
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February 12, 2018
Master Caution/Master Warning lights and the abort decision:
• due to the inhibit logic built into the system, if a Master Caution or a Master Warning light illuminates prior to
V1, abort the takeoff
• there are several conditions not monitored by the Master Caution/Master Warning system, such as simple
engine failure and smoke in the cockpit, that would require an abort without illumination of the Master Caution
or Master Warning light, but if the light illuminates below V1, abort the takeoff
• be aware that a component failure is not the same as a system failure. For example, a generator tripping off is a
component failure. An EICAS Advisory message would display, but the Master Caution light would not
illuminate and an abort below 80 knots would normally not be required. An AC bus off, however, is a system
failure and would illuminate the Master Caution light and require an abort below 80 knots.
Indications for situations that would require a high-speed abort between 80 knots and V1:
• engine failure – there will not be a Master Warning for a simple engine failure. The primary indication will be
a directional control problem with supportive indications from the engine instruments and EICAS messages.
There may be a loud bang if the engine failure is preceded by a compressor stall.
• fire or fire warning – an engine, APU, wheel well or cargo fire indication will be accompanied by Master
Warning lights, the fire bell and EICAS messages. A fire in the cockpit, cabin or lav will have smoke and
fumes as the primary indication, although 757-300 aircraft also have a LAV SMOKE light on the overhead
panel.
• predictive windshear (if installed) – a predictive windshear warning will be indicated by the Master Warning
light, the red windshear light on the center panel, red WINDSHEAR on the ADI and HSI, and the “Windshear
Ahead” aural warning. A predictive windshear caution will be indicated by an amber WINDSHEAR on the
HSI, an amber and black PWS symbol on the weather radar and the “Monitor Radar Display” aural alert. Be
aware that predictive windshear warnings are inhibited at 100 knots and will not display until 50' RA after
takeoff. Therefore, a new predictive windshear warning can trigger an abort above 80 knots only if it occurs
between 80 and 100 knots. Furthermore, predictive windshear cautions are inhibited at 80 knots and will not
display until 400' RA, so a new predictive windshear caution cannot trigger an abort above 80 knots.
• airplane is unsafe or unable to fly – there is no definitive list so the Captain must evaluate each situation
individually, however EICAS indications should be used only as supportive information in conjunction with
other primary abnormal indications
In summary, above 80 knots, abort only for severe directional control problems (engine failure), a Master Warning
indication (fire or windshear), smoke or fumes from a fire, or if the airplane won’t fly. EICAS messages alone
should never be the only reason to initiate a high-speed abort.
Indications for situations that normally would not require a high-speed abort above 80 knots:
• generator failure – the instruments will blank momentarily and numerous EICAS messages will appear, but
there will be no directional control problems or engine instrument abnormalities
• blown tire – a loud bang and light to moderate directional control problems without engine indication
abnormalities indicates a blown tire. Continue the takeoff unless an engine ingested parts of the tire causing an
engine failure or fire.
• compressor stall – compressor stalls can be minor or severe. A severe compressor stall, indicated by a loud
bang, directional control problems and abnormal engine indications (basically, an engine failure), would
warrant an abort above 80 knots, but a few pops without supporting engine indications could be a blown tire or
some other problem. Continue the takeoff and figure it out at a safe altitude.
• flight deck window opening – a flight deck window opening does not warrant an abort above 80 knots.
Continue the takeoff, refer to the QRH, and close the window at a safe altitude.
Captain actions:
• if the Captain is making the takeoff, announce “Abort!”
• if the First Officer is making the takeoff, announce “Abort, I have the aircraft!” and take positive control
• close the thrust levers and disconnect the autothrottles
• apply maximum manual braking or RTO braking (not all airplanes have RTO brakes)
• apply maximum reverse thrust consistent with conditions
• raise the speedbrake lever if necessary (speedbrakes should have extended when reverse thrust was selected)
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February 12, 2018
• if maintaining directional control is difficult during reverse thrust operation, reduce thrust to reverse idle (or
forward idle if required), regain control and then reapply reverse thrust as necessary. Do not attempt to
maintain directional control by using asymmetrical reverse thrust.
• the Captain has the option to manually deploy the speedbrakes prior to selecting reverse thrust
First Officer actions:

• if making the takeoff, maintain control until the Captain makes a positive control input and states “I have the
aircraft”
• verify thrust levers closed, autothrottles disengaged, max or RTO brakes applied, and reverse thrust applied
• check speedbrakes and call “Speedbrakes Up” or “No Speedbrakes,” as appropriate
• call out any omitted items
• call out “80 knots”
The first action of the rejected takeoff procedure must begin no later than V1. There is no built-in decision time or
reaction time. Therefore, the decision to stop must be made sufficiently prior to V1 for the procedure to begin no
later than V1.
If installed, RTO braking will provide maximum braking if aborting above 85 knots ground speed.
Braking provides the primary stopping force followed by spoilers and reverse thrust. The braking action associated
with an RTO is much more severe than pilots experience in normal service.
For a rejected takeoff below 80 knots (before Throttle Hold), make sure the autothrottles are disconnected or else
they will advance to takeoff power when released unless reverse thrust was selected.
Consider wind direction. If possible, stop with any fire on the downwind side of the aircraft.
It is usually advisable to stop on the runway for easier evacuation and better access for fire trucks and rescue
vehicles. In many cases the airport authority must make a FOD sweep after an abort anyway, so clearing the
runway right away might not help with traffic flow.
Once the aircraft is stopped:

• consider not setting the parking brake unless evacuating
• ensure the call to tower and the PA to the flight attendants and passengers are completed (see below)
• accomplish any required memory items
• complete the non-normal checklist in the QRH for the condition that caused the rejected takeoff
• refer to “Rejected Takeoff – Post RTO Considerations” in Section 0 of the QRH
• refer to “Brake Cooling Following Rejected Takeoff” in the Abnormal section of the ODM
• ensure all passengers are seated and all doors are closed before taxiing
• complete the After Landing checklist
• refer to Rejected Takeoff in Chapter 2 of the FOM
Either the Captain, First Officer or Relief Pilot must notify the tower, request emergency equipment if necessary,
and make a PA to the flight attendants and passengers as soon as practical. The Captain should assign these duties
during the non-normals portion of his briefing.
• the following PA is always required after a rejected takeoff: “This is the Captain. We have discontinued the
takeoff. Please remain seated with your seat belt fastened.” If assigned this duty, the First Officer or Relief
Pilot will identify himself as the Captain.
• if an evacuation is not required, make a second PA explaining the situation when conditions permit. If
emergency vehicles have been dispatched, advise the passengers they may be visible outside the aircraft.
• if an evacuation is required make the “Easy Victor, Easy Victor, Easy Victor” PA as part of the Evacuation
checklist, which directs the flight attendants to prepare for evacuation. That PA must be followed within 30
seconds with either an evacuation PA or a remain-seated PA as described in the FOM.
The Captain has sole responsibility for the decision to reject the takeoff and the decision must be made in time to
start the rejected takeoff maneuver by V1. The “80 knots” call on the takeoff roll is a clear announcement of
entering the high speed regime, where it is generally safer to continue.
In low visibility conditions the tower might not see the aborted takeoff and might not stop operations on the runway
or roll fire trucks if you need them, so you must be sure to alert them with a radio call. The First Officer usually
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February 12, 2018
makes this radio call since the Captain is now Pilot Flying and the First Officer should make the call after the
aircraft is stopped or at least after the “Speedbrakes Up” and “80 knots” calls.
Most domestic airports do not have a hot brakes area and brake cooling will occur at the gate. Check with local ops.
Ground crews should not approach the wheels from the side (i.e. do not face the wheel hubs).
Refer to “Brake Cooling Following Rejected Takeoff” in the Abnormal section of the ODM, not to “Brake Cooling
Following Landing.” Both are in the Abnormal section, so make sure you use the correct one. Use V1 for the abort
speed if the actual speed is unknown. If installed, it is acceptable to use the Brake Temperature Monitoring System
to calculate brake cooling times.
Don’t forget normal checklists like the After Landing checklist and the Taxi and Before Takeoff checklists if
planning another takeoff.
Notify the Dispatcher and Duty Pilot after all rejected takeoffs. Any rejected takeoff above 80 knots requires
approval from a Chief Pilot or the Flight Operations SOF through the Duty Pilot to continue.
If the rejected takeoff was for a mechanical problem, make a logbook entry and comply with the MEL if necessary.
The flight may continue after complying with all MEL restrictions and limitations. The logbook entry must
explicitly state an RTO was performed.
Be sure to file an ASR after all rejected takeoffs. Be aware that tower reports rejected takeoffs to the FAA too.
(Sources: GS, FCTM Chapter 3, FOM Chapters 2 and 11, QRH Chapter 0)
PASSENGER EVACUATION (“Stop – Configure – Shutdown – Evacuate”)

Know this as well as you know the memory items. Use the checklist on the back of the QRH if possible, but know
the correct steps in case the cockpit is dark or full of smoke.
• Stop – set the parking brake. Consider stopping with any fire on the downwind side.
• notify the flight attendants. Announce “Easy Victor, Easy Victor, Easy Victor” over the PA.
• Configure – open the outflow valve (Manual then Climb and hold until open)
• turn on the Emergency Lights
• Shutdown – cut off both Fuel Control switches
• Evacuate – away from any fire. Notify the cabin to evacuate and advise the tower.
• override and pull all engine and APU fire switches. Discharge the fire bottle(s) only if an engine or APU fire
warning light is illuminated. If required, rotate to the stop and hold for one second.
Upon hearing “Easy Victor,” the flight attendants will instruct the passengers to remain seated and then prepare for
evacuation (look out the windows for fire, etc.). The flight crew should follow up with either the evacuation
command or the remain seated command within 30 seconds. If there is no follow up, the flight attendants will
attempt to contact the flight deck for instructions. In a life threatening situation, flight attendants may initiate an
evacuation without instructions.
The correct follow-up PA for evacuation is “This is the Captain. Evacuate, evacuate.” If certain exits are unusable
due to fire, etc., state the direction of egress, e.g. “This is the Captain. Using the right exits only, evacuate,
evacuate.” State the egress direction before using the word “evacuate” to help ensure it is heard and understood.
The correct follow-up PA if the evacuation is cancelled is “This is the Captain. Remain seated with your seat belt
fastened.”
It is not necessary to lower the speedbrakes or flaps as part of the evacuation checklist because the inboard spoilers
will automatically blow down when the overwing exits are opened on the 767. On the 757, the spoilers are too far
away from the exits to be a factor. Lowering the flaps is not necessary because the wing slides will deploy.
The First Officer and the Relief Pilot (if installed) will exit from a forward exit and assist from outside. The Captain
will exit from a rear exit after all passengers are off if possible.
Move all passengers away from fire equipment, away from any possible fire or explosion, and off paved surfaces.
Do not allow passengers to return to the aircraft or depart the site until directed.
(Sources: GS, FOM Chapter 10, FCTM Chapter 17, QRH NNCI, QRH Back Cover)
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February 12, 2018
STABILIZED APPROACH
A stabilized approach is defined as maintaining a stable speed, descent rate, and lateral flight path while in the
landing configuration. At any altitude, if the following stabilized approach criteria cannot be established and
maintained, initiate a go-around. Do not attempt to land from an unstable approach.
No lower than 1000 feet AFE:
• be fully configured for landing with landing gear and landing flaps extended
• maintain a stabilized descent rate not to exceed 1,000 fpm
• be aligned with the intended landing runway
No lower than 500 feet AFE:
• be on target airspeed
• the engines must be stabilized at the thrust setting required to maintain the desired airspeed and rate of descent
Crossing the Runway Threshold:
• positioned to make a normal landing in the touchdown zone
A circling maneuver and some published approaches, such as the River Visual at DCA, may require a planned
deviation to the lateral stabilized approach criteria and some published approaches require higher than standard
descent rates. Verbalize all planned deviations during the approach briefing.
In the event of a momentary descent rate exceedance, you may proceed as long as the exceedance is verbally
acknowledged and corrective action is initiated immediately.
(Source: Normal Procedures)
TWO ENGINE GO-AROUND

When a go-around is warranted: “Go Around.” [PF]
Press a G/A switch and advance power. The autothrottles will engage if not already engaged unless the A/T ARM
switch is off. Ensure G/A is displayed on the ADI for pitch, roll and autothrottle modes.
Rotate toward 15º nose up and follow the flight director.
After proper FMA annunciation: “Go-Around Verified.” [PM]
Both pilots should verify rotation to go-around pitch attitude, go-around thrust setting and proper FMA mode
annunciation. Verify thrust is sufficient for the go-around or adjust as necessary.
“Flaps 20.” [PF]
After baro altimeter increase: “Positive Rate.” [PM]
After confirming baro altimeter increase: “Gear Up.” [PF]
Maintain Vref 25/30 + speed additive (orange bug) minimum.
The pitch bar initially commands the MCP airspeed or the airspeed at the time of G/A engagement, whichever is
higher. If the airspeed increases and remains above the initial target speed for 5 seconds, the target speed resets to
the current airspeed up to a maximum of MCP airspeed + 25 knots. If the airspeed at G/A engagement was above
MCP + 25 knots, that airspeed is maintained.
The roll bar initially commands the ground track at the time of G/A engagement.
The autothrottles provide at least a 2,000 fpm rate of climb. Be aware that Boeing expects the pitch bar to be
followed. If the pilot manually flies below the pitch bar the autothrottles may detect less than a 2,000 fpm climb
and continue to add power resulting in overspeeds. If full thrust is required, manually advance the thrust levers to
maximum go-around thrust.
Report the missed approach to ATC. [PM] If conditions permit, the PM should report the missed approach and
receive a clearance before the PF calls for a roll mode so you know whether to fly the published missed approach
procedure, runway heading, or some other clearance.
At 400' RA: “Heading Select” or “LNAV.” [PF] Call for the appropriate roll mode.
At 1,000' AFE: “Bug Flaps 5 Speed.” [PF]
Set the airspeed command bug to Flaps 5 speed (first SWB) at 1,000' AFE and follow the flight director pitch bar as
it lowers the nose to accelerate. Do not call for or select Flight Level Change. Stay in G/A for pitch and power. (If
you’re pushing a square button on the MCP at 1,000' AFE on a go-around, you’re doing something wrong.)
At 20 knots below the first SWB and accelerating: “Flaps 5.” [PF]
“After Takeoff Checklist.” [PF]
Verify the airplane levels off at the selected altitude and the proper airspeed is maintained.
Normally fly the missed approach with Flaps 5 and at Flaps 5 airspeed if returning to the destination airport for
another approach. The flaps may be fully retracted on the speed schedule if desired or if diverting to an alternate
Dave Collett 13
February 12, 2018
airport, but Flaps 5 speed will keep the aircraft slow enough to enter holding at low altitude if necessary. Max
holding speed at 6,000' MSL and below is 200 knots. If diverting to an alternate airport, however, select Flight
Level Change or VNAV and Climb Power after the flaps are fully retracted.
If executing a published missed approach procedure, make sure you set the correct missed approach altitude in the
MCP window. Occasionally there is an intermediate level off until a certain point or until intercepting a certain
radial before climbing to a higher altitude. In that case, setting the higher altitude in the MCP window will cause
the airplane to ignore the intermediate altitude and climb directly to the higher altitude since G/A or Flight Level
Change will be engaged.
If executing a go-around from a visual approach, climb straight ahead to the normal pattern altitude of 1,500' AFE,
or as terrain dictates, until receiving instructions from ATC.
The autopilot will not engage in G/A mode. If the autopilot is engaged with the flight director in G/A for both pitch
and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed and Attitude mode on some 757s if
the bank angle is greater than five degrees). If, however, another roll mode was engaged at 400' RA (e.g. Heading
Select or LNAV), the flight director will be in G/A for pitch and the selected mode for roll. In that case, when the
autopilot is engaged, it will engage in Vertical Speed and the existing roll mode. In all cases, make the necessary
changes on the MCP to fly the correct vertical and horizontal path after engaging the autopilot. The easiest method
is to engage the autopilot and then immediately select Flight Level Change, assuming the existing roll mode is still
the one desired. Another method is to engage the autopilot and then immediately reselect Go-Around and then the
appropriate roll mode. Either way, you’ll be pushing buttons as soon as you engage the autopilot.
(Sources: GS, Ground School Handouts, Airway Manual Ops Specs, Normal Procedures, FCTM Chapter 5,
Volume 2 Chapter 4)
GO-AROUND FROM ABOVE ACCELERATION HEIGHT

A go-around initiated above 1,000' AFE without the missed approach altitude set in the MCP window can be
challenging and several techniques are available.
On all approaches, selecting Go-Around will provide at least a 2,000 fpm climb and the ground track at time of
engagement. Other pitch and roll modes (e.g. Flight Level Change or Altitude Hold and Heading Select, LNAV, or
LOC) may then be immediately selected as required. The correct missed approach altitude should be set in the
MCP window as soon as possible.
On an ILS approach after the localizer and glideslope are active, pressing Altitude Hold will not exit Approach
mode. The only way to exit Approach mode after both the glideslope and localizer are captured is to select Go-
Around or to disconnect the autopilot and cycle both flight directors Off then On. In the latter case, the flight
directors will re-engage in Heading Hold and Vertical Speed and other modes may then be selected as appropriate.
The preferred technique, however, is to press a Go-Around switch and then immediately press Altitude Hold. The
autopilot will remain engaged and the airplane will level off and maintain the present ground track and present
airspeed. Select LNAV to continue tracking the localizer to the missed approach point and to fly the missed
approach procedure or select Heading Select to fly a clearance issued by ATC. Set the appropriate altitude in the
MCP window and select Flight Level Change or Vertical Speed to climb or descend to it. Use normal go-around
procedures to raise the gear and flaps.
On a VNAV or V/S approach, simply select Altitude Hold to level off and allow LNAV or LOC to continue tracking
toward the Missed Approach Point. Then set the missed approach altitude in the MCP window and use Flight
Level Change or Vertical Speed to climb or descend to it while honoring constraints on the approach. Use normal
go-around procedures to raise the gear and flaps and complete the missed approach.
(Sources: GS, FCTM Chapter 5)
ENGINE FAILURE ON TAKEOFF (V1 Cut)

At engine failure: Apply rudder to control the yaw. “Step on the good engine.”
At V2 and stable on the runway centerline, rotate to 12º to 13º nose up at a slightly slower than normal rotation rate.
Do not follow the flight director pitch bar during rotation. Early or rapid rotation may cause a tail strike. High
gross weights may require a lower pitch attitude (e.g. 10º nose up).
After altimeter increase: “Positive Rate.” [PM]
After confirming altimeter increase: “Gear Up.” [PF]
Maintain runway centerline visually until IMC or until passing the departure end of the runway.
Dave Collett 14
February 12, 2018
Follow the flight director after liftoff and maintain V2 to V2 + 15. If an engine fails on the ground, the pitch bar will
command V2 or the airspeed at liftoff, whichever is higher, up to a maximum of V2 + 15. The roll bar will
command the ground track at time of lift off until another roll mode is selected.
At 400' RA: “Heading Select, Declare an Emergency and Request Runway Heading.” [PF] Call for the
appropriate roll mode and comply with the Company Page, if published. Be aware that Heading Select and runway
heading may not always be the correct path. Refer to Single Engine Notes later in this Study Guide for a
discussion of roll mode following an engine failure. If Heading Select is appropriate, it will be necessary to reset
the heading bug to runway heading if a different departure heading was pre-selected prior to takeoff.
After the airplane is stabilized and away from the ground, apply rudder trim as needed. Fifteen units of rudder trim
into the good engine is usually a good initial setting. The PF may set the rudder trim himself or direct the PM to
set it; however, if the PF directs the PM to set rudder trim, the PF should start moving the trim in the correct
direction first and then ask the PM to finish moving it to 15 units. This reduces the chances of the PM
inadvertently moving the trim in the wrong direction.
At 1,000' AFE: “Vertical Speed +200, Disarm VNAV.” [PF]
Follow the flight director and lower the nose to accelerate.
The Pilot Flying should call for a vertical speed between 0 and +200 fpm depending on conditions. High gross
weights and/or high pressure altitudes may necessitate a vertical speed of zero to ensure acceleration.
At the first SWB: “Flight Level Change, Bug Flaps 5 Speed, Select and Set Continuous Power.” [PF]
The MCP airspeed will jump to the existing airspeed when Flight Level Change is pressed. Adjust to Flaps 5 speed
(first SWB) if necessary. The PM should select CON on the TMSP and manually adjust the operating throttle since
the autothrottles will be in Throttle Hold at this time and will not move. It is also acceptable to call for and bug an
airspeed a few knots above Flaps 5 speed to provide a pad in case you get a little slow when manually controlling
the throttle while maneuvering for the approach. For example, if Flaps 5 speed is 171 knots, call “Flight Level
Change, Bug 180, Select and Set Continuous Power.” Fly the proper airspeed on final approach however.
“Autothrottles Off, Autopilot On.” [PF]
The A/T ARM switch should be turned off prior to level off. Engage the autopilot after applying rudder trim.
Always use the highest level of automation available.
During level off, manually reduce power on the operating engine and adjust to maintain the desired airspeed. Rudder
pressure and/or rudder trim will change as power is changed.
Flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport, but normally stay at
Flaps 5 if returning to the departure airport.
“After Takeoff Checklist, Engine Failure Checklist.” [PF] Refer to Single Engine Notes for a discussion of
checklist order.
Notify flight attendants, passengers, ATC and Flight Control (“two in, two out”) on downwind leg, time permitting.
After the approach is set up and briefed: “Descent Checklist, Approach Checklist.” [PF]
(Sources: Ground School Handouts, FCTM Chapter 3)
SINGLE ENGINE GO-AROUND

When a go-around is warranted: “Go Around.” [PF]
Press a G/A switch and manually firewall the throttle if the EEC is protecting the engine. The A/T ARM switch
should be off at this time and the autothrottles will not engage.
Apply rudder as power increases if on a manual or single autopilot go-around. If making a multiple-autopilot go-
around from an ILS, the rudder is initially controlled by the autopilots, but be prepared to apply rudder at the first
change of either pitch or roll mode since autopilot rudder control will be terminated and the rudder will quickly
move to its trimmed position.
Ensure G/A is displayed on the ADI for pitch and roll modes. The autothrottle mode should be blank.
Rotate toward 12º nose up and follow the flight director.
After proper FMA annunciation: “Go-Around Verified.” [PM]
“Flaps 5.” [PF]
Maintain Vref 20 + speed additive (orange bug) minimum.
Dave Collett 15
February 12, 2018
The pitch bar initially commands the MCP airspeed or the airspeed at the time of G/A engagement, whichever is
higher. If the airspeed increases and remains above the initial target speed for 5 seconds, the target speed resets to
the current airspeed up to a maximum of MCP airspeed + 25 knots. If the airspeed at G/A engagement was above
MCP + 25 knots, that airspeed is maintained.
The roll bar initially commands the ground track at the time of G/A engagement.
Report the missed approach to ATC. [PM]
At 400' RA: “Stay in Go-Around” or “Heading Select” or “LNAV.” [PF] Call for the appropriate roll mode. Be
aware that autopilot rudder control will be terminated at this time if another roll mode is selected during a missed
approach from a coupled ILS. Comply with engine-out missed approach or engine-out rejected landing procedures
on the Company Page, if published. Refer to Single Engine Notes for a discussion of roll mode on a single-engine
missed approach.
Set the airspeed command bug to Flaps 5 speed (first SWB) at 1,000' AFE or as published on the Company Page and
follow the flight director pitch bar as it lowers the nose to accelerate. Do not call for or select Flight Level Change;
stay in G/A for pitch. (If you’re pushing a square button on the MCP at 1,000' AFE on a go-around, you’re doing
something wrong.)
Engage the autopilot after applying rudder trim if it’s not already engaged. Always use the highest level of
automation available. The autopilot will not engage in G/A mode however. If the autopilot is engaged with the
flight director in G/A for both pitch and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed
and Attitude mode on some 757s if the bank angle is greater than five degrees). If another roll mode was engaged
at 400' RA (e.g. Heading Select or LNAV), the flight director will be in G/A for pitch and the selected mode for
roll. In that case, when the autopilot is engaged, it will engage in Vertical Speed and the existing roll mode. In all
cases, make the necessary changes on the MCP to fly the correct vertical and horizontal path after engaging the
autopilot. The easiest method is to engage the autopilot and then immediately select Flight Level Change,
assuming the existing roll mode is still the one desired. Another method is to engage the autopilot and then
immediately reselect Go-Around and then the appropriate roll mode. Either way, you’ll be pushing buttons as soon
as you engage the autopilot.
After the flaps are retracted to the desired position and at or above the flap maneuvering speed, select Flight Level
Change or VNAV. Continuous thrust may be selected if desired. Verify the airplane levels off at the selected
altitude and manually adjust thrust to maintain the proper airspeed.
Flaps may be fully retracted on the speed schedule if desired or if diverting to an alternate airport.
(Sources: Ground School Handouts, FCTM Chapter 5, Volume 2 Chapter 4)
SINGLE ENGINE NOTES

A takeoff alternate is required if the weather is below CAT I minimums.
After initial rudder input is applied on takeoff, lock your heel to the floor and hold. Initially keep the rudder constant
and control ground track with ailerons after airborne. Attempting to use both rudder and aileron during the initial
climb on a V1 Cut can easily result in a nasty PIO at low altitude. Don’t go there.
To aid in aircraft control, do not rotate until heading is stable and airspeed is equal to or greater than VR. Rotation at
V2 is recommended. Use visual references to maintain runway centerline as long as possible.
During rotation, the rising nose will block airflow to the tail making the rudder less effective. Be ready for an
increase in yaw during initial rotation and apply aileron (preferred) or additional rudder as necessary.
Imagine a 747 waiting to cross the runway and don’t drift into it after airborne. Maintain runway centerline visually
and “fly through the goalposts” at the departure end.
Departure priorities after an engine failure on takeoff:
1. Company Page engine-out departure procedure
2. ATC clearance
3. As desired (e.g. runway heading, remain VFR and return for landing if terrain clearance can be assured, etc.)
Departure priorities for an engine-out missed approach/rejected landing in IMC or when terrain clearance cannot be
assured visually:
1. Company Page engine-out missed approach/rejected landing table
2. ATC clearance
3. As desired (e.g. straight out missed approach or runway heading)
Dave Collett 16
February 12, 2018
If an engine fails, fly the correct path, declare an emergency and inform tower of your intentions.
Selecting the correct roll mode at 400' RA and flying the correct path after an engine failure can be critical for
obstacle clearance. Review and brief the Company Pages prior to every takeoff and every approach so you know
what roll mode to select and what path to fly if an engine fails. Do not just automatically fly straight ahead. LNAV
or Heading Select and a turn may be required to avoid terrain or restricted airspace (e.g. P-56 at DCA).
If obstacle clearance is not a factor, however, you can fly either “runway heading” or a “straight-out departure.” If
you fly runway heading you must maintain runway heading ±10º to meet Qualification Standards in the simulator.
If you fly a straight-out departure you must follow the extended runway centerline on the HSI ±10º. When hand
flying, flying runway heading is easier because you don’t have to compensate for wind. If you get off the heading
all you need to do is correct back to it. In contrast, if you fly a straight-out departure and get off the extended
runway centerline displayed on the HSI, you must correct back to the centerline and then compensate for wind to
stay on it. If multiple autopilots are engaged, as they would be during a single-engine missed approach from an
ILS, flying a straight-out departure is easier because you can leave the autopilot in G/A and it will follow the
ground track at time of G/A engagement, which should be pretty close to the runway centerline. This avoids
having to engage Heading Select or LNAV at 400' RA and losing autopilot rudder control which would require
rudder input to prevent the airplane from rolling. Of course, when another pitch or roll mode is selected later in the
missed approach or when the autopilot transitions to Altitude Capture approaching the missed approach altitude,
autopilot rudder control will be terminated and rudder input will be necessary, but that’s better than at 400' RA. As
a technique, therefore, if obstacle clearance is not a factor, coordinate runway heading if an engine fails on takeoff
and coordinate a straight-out departure in the event of a missed approach if you’ll be flying a single-engine ILS
with the autopilot engaged, as you probably would in the real world.
Both the appropriate non-normal checklist and the After Takeoff checklist must be completed and the order is at the
Captain’s discretion and depends on the circumstances. For a simple engine failure, completing the After Takeoff
checklist first is recommended because you will catch configuration errors and it’s a more normal flow pattern. If
the engine is burning or surging, however, completing the Engine Fire or Engine Severe Damage or Separation
checklist or the Engine Limit or Surge or Stall checklist first would be more appropriate.
If an engine fails after takeoff below 1,000 feet AFE, apply rudder, lower pitch to approximately 10º nose up,
maintain V2 to V2 + 15 and apply normal V1 Cut procedures at 1,000' AFE (Vertical Speed +200, Disarm VNAV,
etc.). Use caution for rapidly decreasing airspeed.
If an engine fails on climb out above 1,000 feet AFE, don’t do the V1 Cut procedures. Just apply rudder and lower
the nose to maintain the airspeed for whatever flaps are extended.
Use the autopilot on approach at least until reaching visual conditions. The autopilot and flight director are required
on all ILS approaches when the visibility is below RVR 4000 or ¾ mile and may be used until just prior to the
flare on a single-engine ILS if desired.
A CAT I approach (ILS or non-precision) to a hand-flown landing is the lowest authorized approach on single
engine. Autoland is not authorized with an engine inoperative.
To control airspeed, watch the little drum inside the airspeed indicator and manually adjust the thrust lever to make
the drum rotate or stop rotating as necessary. The airspeed drum provides better information than the airspeed
pointer. Also keep an eye on the Fast/Slow indicator in the ADI. The Fast/Slow indicator is anticipatory and will
show the airspeed trend before the airspeed actually changes.
Keep the rudder trimmed or the autopilot will disconnect and the airplane will roll abruptly. Watch the yoke angle,
which is a measure of autopilot aileron input, for indications of needed rudder trim and adjust as necessary. In the
simulator, however, it’s often difficult to trim the rudder and usually best just to set standard rudder trim settings
based on phase of flight. Set 15 units on climb out, set 10 units in level flight, and set 5 units on final approach.
The PF may ask the PM to set the rudder trim to 5, 10 or 15 units, as appropriate, but the PF should move the rudder
trim in the correct direction first so the PM doesn’t get confused and move it the wrong way.
The Fuel Config light will probably illuminate on downwind due to a fuel imbalance. The light must be noted and
the imbalance checked, but it is not necessary to balance the fuel. The airplane will be fully controllable even with
the imbalance so leave all the fuel pumps on and the fuel crossfeed valve closed. Don’t just open the crossfeed
valve and leave it open (like we used to do) because it’s possible for a strong pump on the wrong side to make the
imbalance worse. If diverting to another airport, however, balancing fuel enroute would be appropriate. Be aware
that if the Fuel Config EICAS message illuminates, it’s a Caution level message and requires the QRH procedure
to balance the fuel. That is, if you notice a fuel imbalance prior to the EICAS message, you can just balance the
fuel on your own, but if the EICAS message illuminates, it requires the QRH. Not a big deal because you know
why there is a fuel imbalance, but you may get debriefed on it in the sim if you don’t use the QRH.
Dave Collett 17
February 12, 2018
On a single-engine ILS, lower the gear and select Flaps 20 at 1½ dots on the glideslope.
The airplane will balloon when flaps are extended, especially when extending to Flaps 20. If hand flying, be ready to
compensate with forward control column pressure to maintain altitude. To meet Qualification Standards, you must
control the balloon and intercept the glideslope within 100 feet of your assigned glideslope intercept altitude.
If diverting, select and execute the ENG OUT prompt on the CLB or CRZ page.
On a single-engine missed approach from a coupled ILS, the autopilot is controlling the rudder. Rudder trim may be
pre-set to 15 units below 400' RA or to 10 units prior to level off so it will be approximately correct when rudder
control is terminated.
ACARS automatically sends a message to the Company if a fuel control switch is moved to cutoff during flight.
Do not attempt to restart the engine unless a greater emergency exists.
Approximate Single Engine Rudder Trim Approximate Single Engine Power Settings
• 15 units on initial climb out • 757: 1.13 EPR on downwind and 1.08 EPR on final
• 10 units in level flight • 767: 1.21 EPR on downwind and 1.10 EPR on final
• 5 units on final approach • GE Engines: 87% N1 on downwind and 69% N1 on final
ENGINE-OUT DRIFTDOWN
If possible, notify ATC and obtain a clearance prior to leaving the track or route.
AVIATE
• A/T ARM Switch – OFF
• Continuous Thrust – firewall the good engine
• Rudder Trim – apply rudder and approximately 7 units of rudder trim into the good engine
• Accomplish memory items, if required
NAVIGATE
• set MCP altitude to below engine-out driftdown altitude, approximately FL200 may be used initially
• select the ENG OUT prompt on the FMS Cruise page and execute. Do not execute the ENG OUT prompt prior
to setting a lower altitude in the MCP window or the autopilot will engage in Altitude Hold, the airplane will
not descend, and the airspeed will decrease rapidly. If you make this error, just set the lower altitude in the
MCP window and press VNAV.
• if accomplishing a driftdown in oceanic airspace, enter an offset of R15 on the FMS Route page and execute
• accomplish the Driftdown checklist in QRH Chapter 0
• update the desired speed and altitude in the FMS and on the MCP. The FMS and MCP should agree. If you
don’t make changes in the FMS, the airplane will level off at the FMS single-engine driftdown altitude instead
of at your planned altitude based on a 290 KIAS cruise.
• remain in Max Continuous Thrust after level off until the airplane accelerates to single-engine long range
cruise airspeed and then maintain airspeed with manual thrust adjustments
COMMUNICATE
• transmit MAYDAY or PAN-PAN three times on 121.5 and 123.45
• Exterior lights – ON
• Transponder – 7700
When conditions permit notify:
• ATC via CPDLC, VHF, HF and/or SATCOM
• Flight Control
• Flight Attendants (2 in, 2 out)
• Passengers
When below FL290 or after an ATC clearance is received:
• proceed to a diversion airport
• maintain a flight level ± 500 feet and do not exceed FL285 until an ATC clearance is received
A possible flow pattern for the initial steps is top-to-bottom, top-to-middle. That is, autothrottles off, firewall engine,
apply rudder trim (top-to-bottom) and then set FL200, execute the driftdown, execute the offset if necessary (top-
to-middle). Then clean up with the Quick Reference Card and the checklists.
As a technique, the PF can turn off the A/T Arm switch, add power and apply rudder trim while the PM can set the
driftdown altitude on the MCP, start the driftdown in the FMS and start the R15 offset if required.
(Sources: GS, Oceanic Driftdown Checklist, QRH Chapter 0, FB 17-11)
Dave Collett 18
February 12, 2018
WINDSHEAR ESCAPE MANEUVER (“Push – Push – Click – Click”)
For a Predictive Windshear Caution (“Monitor Radar Display”), maneuver as required to avoid the windshear. If the
caution occurs on takeoff, abort the takeoff.
For a Predictive Windshear Warning (“Windshear Ahead”):
• if on takeoff roll, abort the takeoff
• if after takeoff, perform the Windshear Escape Maneuver
• if on approach, perform the Windshear Escape Maneuver or a normal go-around at the pilot’s discretion
See the section on Rejected Takeoff for an explanation of Predictive Windshear inhibits on takeoff. Not all aircraft
have Predictive Windshear installed.
The following are indications the airplane is actually encountering windshear:

• unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight
conditions below 1,000 feet AGL in excess of any of the following:
§ ± 15 knots indicated airspeed
§ ± 500 fpm vertical speed
§ ± 5 degrees pitch attitude
§ 1 dot displacement from the glideslope
§ unusual thrust lever position for a significant period of time
• Windshear Warning (a two-tone siren followed by “Windshear, Windshear, Windshear”)
If windshear is encountered:
• if windshear is encountered on takeoff prior to V1, there may not be sufficient runway remaining to stop if an
RTO is initiated at V1. At VR, rotate at a normal rate toward a 15º pitch attitude. Once airborne, perform the
Windshear Escape Maneuver.
• if windshear is encountered near the normal rotation speed on takeoff and airspeed suddenly decreases, there
may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left
to stop, initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low.
Higher than normal attitudes may be required to lift off in the remaining runway. Ensure max thrust is set.
• if windshear is encountered in flight, perform the Windshear Escape Maneuver
To perform the Windshear Escape Maneuver:

• Push – push either G/A switch. When engaged, go-around mode will automatically provide windshear
guidance on the flight director when necessary. An “airplane in windshear” warning is not required.
• Push – aggressively apply max thrust. Firewall if the EECs are protecting the engines. If terrain contact is
imminent, firewall the throttles even if the EECs are not protecting the engines.
• Click – disconnect the autopilot
• Click – disconnect the autothrottles. Do not push G/A again after the autothrottles are disconnected.
• roll wings level, rotate toward 15º nose up and then follow flight director guidance
• retract the speedbrakes if extended but do not change gear or flap configuration
The order of steps above is slightly different than in the FCTM, but this is what the Training Department teaches
because it's a much more natural sequence and easier to remember. Besides, all steps should be completed
simultaneously, except that the G/A switch must be pushed prior to disconnecting the autothrottles. If a G/A
switch is pressed after the autothrottles are disconnected, the autothrottles will re-engage and reduce power, which
you seriously don’t want. If you make this error, just disconnect the autothrottles again and firewall the throttles.
Make sure you have full power.
The PM should call out the radio altitude and flight path trend. He should not call out the airspeed or actual vertical
speed, just the radio altitude in feet and whether the airplane is climbing or descending. (e.g. “Five hundred feet,
descending. Two hundred feet, climbing.”)
Do not attempt to regain lost airspeed until out of the windshear.
If following flight director guidance does not stop the sink rate and ground impact is a factor, increase pitch to
slightly below the PLI. The PLI indicates stick shaker and just below the PLI is L/D Max.
Respect the stick shaker. Intermittent stick shaker or initial buffet is the upper limit. Do not stall.
Dave Collett 19
February 12, 2018
Once safely out of the windshear there is no actual procedure to return the airplane to normal flight, so several
techniques are available. One method that works following both windshear on departure and windshear on
approach is to:
• pull the throttles back approximately half way
• set the pitch to 15º nose up
• call for “Climb Power”
• call for “Flight Level Change”
• call for the desired airspeed in the MCP window
• retract the gear and retract the flaps on the speed schedule as necessary
• report the windshear using the word “PIREP”
• complete the After Takeoff checklist
Using this technique, Climb Power will break Throttle Hold if the windshear occurred right after takeoff. Flight
Level Change and setting the desired airspeed (e.g. Flaps 5 speed) in the MCP window will reprogram the pitch
mode of the flight director to seek the altitude in the MCP window and reengage the autothrottles. Flight Level
Change will also use the 125 second rule to avoid large power increases or decreases, but be aware that Flight
Level Change will not protect you from overspeeding the flaps if you set the wrong airspeed or don’t follow the
pitch bar.
Retract the gear and flaps on the speed schedule using extreme caution not to overspeed the flaps since Flight Level
Change will not protect flap speeds.
Be aware that on a windshear recovery with the airplane in the landing configuration (Flaps 25 or 30), raising the
gear prior to retracting the flaps to 20 will cause a configuration warning siren. Try to remember to call for
Flaps 20 prior to raising the gear but if you get the warning siren, just retract the flaps and it will stop.
Report the windshear to the controlling agency using the word “PIREP” to make sure it gets disseminated.
Another method for recovering from the Windshear Escape Maneuver is to:
• pull the throttles back approximately half way
• set the pitch to 15º nose up
• continue with what you were doing
§ if you encountered windshear on takeoff, continue with a normal takeoff. Call for VNAV, Climb Power,
gear up if necessary, and a roll mode such as LNAV or Heading Select at 400' AFE. Retract the flaps on the
speed schedule.
§ if you encountered windshear on approach, continue with a normal go-around. Push a Go-Around button,
call for Flaps 20, gear up, a roll mode at 400' AFE, and bug Flaps 5 speed when at 1,000' AFE. Retract the
flaps to Flaps 5 when 20 knots below the first single white bug.
• report the windshear using the word “PIREP”
• complete the After Takeoff checklist
As before, report the windshear to the controlling agency using the word “PIREP” to make sure it gets
disseminated.
TERRAIN AVOIDANCE (“Firewall – 20 Degrees”)

If a Ground Proximity Caution of any kind occurs, immediately correct the flight path or initiate a go-around. Too
Low Flaps and Too Low Gear cautions always require a go-around.
If a Ground Proximity Warning occurs, immediately accomplish the terrain avoidance maneuver.
Accomplish the terrain avoidance maneuver for either of these conditions:
• a Ground Proximity “Pull Up” warning of any kind
• unacceptable flight toward terrain
To execute the terrain avoidance maneuver, simultaneously:
• disconnect the autopilot and autothrottles. Make sure the autothrottles do not re-engage and reduce power.
• aggressively apply max thrust. Firewall if the EECs are protecting the engines. If terrain contact is imminent,
firewall the throttles even if the EECs are not protecting the engines.
• simultaneously roll wings level and initially rotate toward 20º nose up
• do not follow flight director commands and do not engage Go-Around mode
• retract the speedbrakes if extended, but do not change gear or flap configuration
Dave Collett 20
February 12, 2018
• if terrain remains a threat, continue rotation up to the PLI or stick shaker or initial buffet
The PM should call out the radio altitude and flight path trend. He should not call out the airspeed or actual vertical
speed, just the radio altitude in feet and whether the airplane is climbing or descending. (e.g. “Five hundred feet,
descending. Two hundred feet, climbing.”)
If appropriate, a gentle turn (10-15° of bank) may be initiated toward lower terrain displayed on the HSI.
In all cases, intermittent stick shaker or initial buffet is the upper limit. Do not stall.
(Sources: GS, FB 16-10, APB 17-16)
TRAFFIC ALERT AND COLLISION AVOIDANCE (TCAS Advisories)

Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS
Resolution Advisory (RA). Except as noted for parallel approaches below, pilots are required to immediately
comply with an RA, even if the RA is contrary to an ATC clearance or instruction issued prior to or during an
active RA. Compliance with a Resolution Advisory is mandatory unless doing so imposes a greater risk.
Inform ATC of a “TCAS RA” as soon as practicable after responding to the RA and then, once clear of the conflict,
advise ATC when you are returning to your previously assigned clearance or to a subsequently assigned clearance.
For example, “Clear of conflict, returning to (assigned clearance)” or “Clear of conflict, reestablished (assigned
clearance).”
The RA maneuver is a pitch-only maneuver. Continue to follow the planned lateral flight path unless visual contact
with the conflicting traffic requires other action. If an RA occurs during an ATC breakout from a PRM approach,
however, follow the vertical guidance from TCAS and the lateral guidance from the controller.
Pilots should maintain situational awareness since TCAS may issue RAs in conflict with terrain considerations, such
as during approaches into rising terrain or during an obstacle limited climb. Continue to follow the planned lateral
flight path unless visual contact with the conflicting traffic requires other action. Windshear, EGPWS, and stall
warnings take precedence over TCAS advisories. If stick shaker or initial buffet occurs during the maneuver,
immediately accomplish the All-Attitude Upset Recovery procedure. If high speed buffet occurs during the
maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.
Do not follow flight director commands during a Resolution Advisory until clear of the conflict.
The TA Only mode may be used only when:
• directed by a Company Page
• directed by a non-normal checklist
• directed by a flight plan remark
Pilot actions following TCAS advisories:
• Traffic Advisory (TA) – look for the traffic and maneuver if necessary; however, maneuvers based solely on a
TA may result in reduced separation and are not recommended.
• Resolution Advisory (RA) – disengage the autopilot and autothrottles and smoothly adjust pitch and thrust to
comply with the required vertical speed. Maintain planned lateral flight path unless visual contact with the
intruder is established and maneuvering is required. When TCAS advises “Clear of Conflict” smoothly
maneuver back to the ATC-assigned altitude and reengage the autopilot and autothrottles.
• After a Climb RA in the landing configuration and when clear of the conflict, engage the autopilot if desired,
set the speed bug for the planned flap setting, call for “Flaps 20,” call for “Gear Up,” accelerate and retract
flaps on schedule. Complete the After Takeoff checklist.
• Warning: Do not follow a Descend RA issued below 1,000' AGL
(Sources: GS, NOI Section 3, FCTM Chapter 7, APB 17-12)
RAPID DESCENT (“Spin – Push – Spin – Pull”)

This maneuver is designed to bring the airplane down smoothly to a safe altitude in minimum time with the least
possible passenger discomfort.
If the descent is performed because of a loss of cabin pressure, crewmembers should don oxygen masks and
establish crew communications at the first indication of loss of pressurization. Verify the cabin pressure is
uncontrollable and, if so, begin descent.
The PM should check the lowest safe altitude, notify ATC, obtain a descent clearance and an altimeter setting.
Use of the autopilot is recommended and the autothrottles should be left engaged.
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February 12, 2018
• Spin – spin the MCP altitude to a lower altitude. Use caution! The initial descent altitude over mountainous
terrain could be much higher than 10,000 feet.
• Push – push Flight Level Change
• Spin – spin the airspeed up to Mmo/Vmo and adjust to maintain a target speed of Mmo/Vmo.
• Pull – pull the speedbrake lever
Be deliberate and methodical. Do not rush and do not be distracted from flying the airplane.
Hack the clock. Passenger oxygen lasts 12 minutes on most aircraft.
Complete the Cabin Altitude or Rapid Depressurization checklist in the QRH.
If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads. Normally the landing gear is left
up but, if structural integrity is in doubt and airspeed must be limited, extending the landing gear may provide a
more satisfactory descent rate. Comply with landing gear placard speeds.
Use engine anti-ice and thrust as required if icing conditions are encountered.
Reduce airspeed to turbulent air penetration speed (290 KIAS/.78 M, whichever is lower) if severe turbulence is
encountered or expected.
The lowest safe altitude is published for Critical Terrain Boxes, but for flights over other mountainous terrain (e.g.
the Rocky Mountains), Critical Terrain Boxes are not published and pilots must determine the initial lowest safe
altitude from the Grid MORA and then find a suitable low altitude airway with an MEA below 10,000 feet. ATC
can help with that.
The PM should call out 2,000 feet above and 1,000 feet above the selected level off altitude.
Set the speed bug to Long Range Cruise or 300 knots before level off is initiated to aid in a smooth transition to
level flight.
Level off at the lowest safe altitude or 10,000 feet, whichever is higher, and maintain approximately 300 knots or
Long Range Cruise speed.
Make a PA when the descent is complete and oxygen is no longer required. Request cabin and passenger status.
On blended winglet airplanes, speedbrakes will autostow to the 50% flight detent if airspeed exceeds 330 knots
(757) or 320 knots (767). Do not override the autostow function unless airspeed is less than 325 knots (757) or 315
knots (767).
To avoid overspeeding the airplane, use caution when retracting the speedbrakes during descent or level off when
close to Mmo/Vmo. Retract the speedbrakes very slowly or, preferably, reduce airspeed first and then retract the
speedbrakes.
(Sources: GS, QRH Chapter 2, FTCM Chapter 7)
ILS PRM BREAKOUT

If ATC calls “Traffic Alert” during a PRM approach and directs a breakout:
Pilot Flying Pilot Monitoring

• disengage the autopilot and initiate a turn to the • turn off both Flight Directors (to exit APP mode)
heading specified by the controller • set the breakout heading and altitude on the MCP
• keep the autothrottles on • turn both Flight Directors back on
• initiate a climb or descent as directed • select Heading Select and Flight Level Change
• if the maneuver requires a descent, do not exceed • communicate with ATC as required
1,000 fpm
After the airplane is established on the breakout heading and the PM has set the MCP:
Pilot Flying Pilot Monitoring

• reengage the autopilot if desired • make MCP and configuration changes as
• call for or set the speed bug to the appropriate requested by the Pilot Flying
airspeed for the planned flap setting
• call for Flaps 20 if the flaps are at 25 or 30
• call for Gear Up if the landing gear is down
• retract flaps on schedule to the desired setting
• call for the After Takeoff checklist
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February 12, 2018
All breakouts must be hand flown with the autothrottles on.
If performing a descending breakout, delay making configuration changes until level at the breakout altitude.
If the controller breakout is accompanied by a TCAS Resolution Advisory:
• follow vertical guidance from the Resolution Advisory
• follow horizontal guidance from the controller
(Sources: GS, NOI Section 3, FCTM Chapter 5)
ALL-ATTITUDE UPSET RECOVERY STRATEGY (“Push – Roll – Power – Stabilize”)

The All-Attitude Upset Recovery Strategy replaces both the Upset Recovery and Stall or Approach to Stall
procedures. It is a detailed and organized plan of action to assist in the recognition and recovery from loss of
control inflight.
An upset can generally be defined as unintentionally exceeding the following conditions:
• pitch attitude greater than 25° nose up, or
• pitch attitude greater than 10° nose down, or
• bank angle greater than 45°, or
• within above parameters but flying at airspeeds inappropriate for the conditions
An aircraft stall is characterized by one or more of the following conditions:
• stall warning
• buffeting, which could be heavy
• lack of pitch authority
• lack of roll control
• inability to arrest descent rate
In the event of an upset:
• RECOGNIZE and CONFIRM the aircraft is in an undesirable state and outside normal parameters before
accomplishing the recovery
• VERBALIZE. The PF will verbalize “Upset, Recover” and then verbalize “Push, Roll, Power, Stabilize” as
each step is accomplished during the recovery.
• RECOVER using the upset recovery procedure:
§ Disconnect the autopilot and autothrottles. Do not use the flight director.
§ PUSH forward on the yoke to reduce the angle of attack. Unload until you feel a slight lightness in the seat
which approximates +0.5 G. Reducing the angle of attack allows a stalled wing to regain lift and prevents
asymmetric G loading. Furthermore, the aircraft rolls much faster when unloaded.
§ ROLL to the nearest horizon only after unloading to +0.5G. Maintain +0.5 G and do not roll and pull.
Rudder is usually not necessary, but, if aileron control is ineffective, careful use of the rudder to aid roll
control and suppress yaw should be considered, however, rudder that is applied quickly or held too long
may result in loss of lateral and directional control and cause structural damage.
§ POWER. Assess the aircraft’s energy state and add or reduce power as necessary. Be aware that adding
power during a nose-high upset will cause a pitch up moment due to the underwing mounted engines and
may aggravate the upset. Speedbrakes may be required in a nose-low, rapidly increasing airspeed situation.
If ground contact is imminent, apply full thrust by advancing the thrust levers to the mechanical stops.
§ STABILIZE by setting an appropriate pitch and power setting until stable flight is obtained. Once obtained,
the PF should assess the aircraft configuration and adjust speedbrakes, trim and configuration as necessary.
Both pilots should ensure the recovery is complete and the aircraft is stabilized before addressing why the
upset occurred.
Altitude loss should not be a primary consideration during any upset or stall recovery. During nose-high recoveries
it may be necessary to lower the nose below the horizon in order to obtain a safe airspeed. Stay within transport
category G limits to avoid overstressing the aircraft.
The PM should call out airspeed and altitude trends and any trend toward terrain contact.
Post recovery considerations:
• consider declaring an emergency
• landing lights on
• coordinate a new clearance with ATC
• assess the condition of cabin crew and passengers
• consider the structural integrity of the aircraft
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February 12, 2018
• consider a diversion and coordinate with dispatch
• make PA
• complete Normal and Non-Normal Checklists as appropriate
• for guidance on aircraft accidents/incidents, refer to FOM, Chapter 2, Accidents, Incidents and Irregularities
Refer to FCTM Chapter 7 for additional guidance.
(Source: FCTM Chapter 7)
SMOKE AND FUMES

Warning: Do not activate the passenger oxygen system. It provides no smoke protection for passengers as it mixes
oxygen with cabin air and it is an extreme fire hazard.
It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely
extinguished, the earliest possible descent, landing, and evacuation must be accomplished.
If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should consider an immediate landing.
Immediate landing implies immediate diversion to a runway. However, in a severe situation, the flight crew should
consider an overweight landing, a tailwind landing, an off-airport landing, or a ditching.
At the beginning of any smoke, fire or fumes event crews should always consider the following:
• protecting themselves (e.g. oxygen masks)
• communicating (flight attendants and ATC)
• diverting
• assessing the situation and available resources
If smoke, fire or fumes are associated with an annunciated checklist (e.g. cargo fire), accomplish that checklist prior
to the Smoke, Fire or Fumes checklist or the Smoke or Fumes Removal checklist.
Many smoke, fire or fumes events involve aircraft equipment or materials readily accessible. Rapid, positive
extinguishing of the source is the key to preventing escalation of the event. Confirmation that the situation has
been resolved is critical. Do not consider flight continuation unless the source is positively identified, confirmed to
be extinguished and the smoke and/or fumes are decreasing.
It may not always be possible to accurately identify the smoke, fire or fumes source due to ambiguous cues, such as
multiple sources. It also may not be possible to determine the difference between electrical smoke/fumes and air
conditioning smoke/fumes by sense of smell. The source identification and elimination steps in the Smoke, Fire or
Fumes checklist will systematically remove the most probable sources.
Inordinate depowering of airplane systems is not likely to benefit an unknown smoke, fire or fumes situation. Such
action significantly reduces airplane capabilities without commensurate likelihood of depowering the source.
The following information is critical to survival in a smoke or fumes situation:

Pilots should remain at their stations to fly the aircraft, coordinate with ATC, and accomplish the checklists. The
incapacitation of a pilot fighting a fire would seriously complicate the situation.
After making a preliminary assessment of the smoke, fire or fumes source, the flight crew is reminded that a
diversion may be necessary. Landing at the nearest suitable airport is required if smoke or fire continues. For
smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
The flight crew should don the oxygen mask anytime smoke, fire or fumes are detected on the flight deck. If smoke,
fire or fumes are detected in another part of the aircraft, flight crew judgment will determine if and when the
oxygen masks are donned.
For a cabin smoke, fire or fumes situation, continuous communications between the flight crew and a designated
flight attendant is essential. Flight attendants should be directed to inspect the entire cabin in an attempt to locate
the smoke, fire or fumes source. Passengers should be moved away from the source.
Without delay or analysis, perform the initial steps of the Smoke, Fire or Fumes checklist to remove the most
probable sources. The flight crew should attempt to identify and eliminate the source, and visually confirm it is
extinguished and the smoke and/or fumes are decreasing.
The Smoke or Fumes Removal checklist should be accomplished only when the smoke or fumes are the greatest
threat or when the source is confirmed to be extinguished. The Smoke or Fumes Removal checklist may change
the airflow and make the situation worse by fanning or masking the ignition source.
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February 12, 2018
Callout Summary
NORMAL TAKEOFF PROFILE
At 70% N1/ 1.1 EPR minimum: “N1” or “EPR.” [PF]
At 80 knots: “80 knots, Throttle Hold, Thrust Normal.” [PM]
At appropriate speeds: “V1 . . . Rotate.” [PM]
At 400' RA: Verify LNAV or “Heading Select.” [PF]
At the first SWB with Flaps 5 and accelerating: “Flaps 1.” [PF]
At 20 knots below the second SWB with Flaps 1 and accelerating: “Flaps Up, After Takeoff Checklist.” [PF]
TAKEOFF WITH VNAV INOPERATIVE

At 1,000' AFE: “Flight Level Change, Bug Clean Speed, Climb Power.” [PF]
At 2,500' AFE: “Bug 250 knots.” [PF]
IF FLAPS DO NOT RETRACT AFTER TAKEOFF

“Flight Level Change, Bug 180 knots.” [PF]
LOW ALTITUDE HOLD DOWN

“Climb Power, Bug Clean Speed, Autothrottles – Speed.” [PF] (CBS)
TWO ENGINE GO-AROUND

“Go Around.” [PF]
“Go-Around Verified.” [PM]
“Flaps 20.” [PF]
At 400' RA: “Heading Select” or “LNAV.” [PF]
At 20 knots below the first SWB and accelerating: “Flaps 5.” [PF]
ENGINE FAILURE ON TAKEOFF (V1 Cut)

At 400' RA: “Heading Select, Declare an Emergency and Request Runway Heading.” [PF]
At 1,000' AFE: “Vertical Speed +200, Disarm VNAV.” [PF]
At the first SWB: “Flight Level Change, Bug Flaps 5 Speed, Select and Set Continuous Power.” [PF]
“Autothrottles Off, Autopilot On.” [PF]
“After Takeoff Checklist, Engine Failure Checklist.” [PF]
“Descent Checklist, Approach Checklist.” [PF]
SINGLE ENGINE GO-AROUND

“Go Around.” [PF]
“Go-Around Verified.” [PM]
“Flaps 5.” [PF]
At 400' RA: “Stay in Go-Around” or “Heading Select” or “LNAV.” [PF]
Dave Collett 25
February 12, 2018
Autoland
Flaps Extended • Arms Go-Around

• Displays Pitch Limit Indicator
• Ignition to selected igniters if Auto is selected on the Engine Start Panel
Approach Mode Selected • Arms G/S and LOC

• Arms the two remaining autopilots
• Bus separation (The center autopilot is powered by the battery/standby system
instead of the left main system.)
Localizer Capture • MCP heading and HSI heading bug slew to the inbound course
• ILS frequency change is inhibited
• ADI LOC scale expands when within ½ dot of the Localizer
Glideslope Capture • Arms Go-Around if G/S capture precedes flap extension

• ILS frequency change is inhibited if G/S capture precedes LOC capture
1500' RA • The two remaining autopilots engage

• Flare and Rollout armed
• Autopilot rudder control engages
• LAND 2 or LAND 3 is displayed on the ASA
500' RA • Runway alignment begins. The autopilot will de-crab the airplane.
330' RA • On the 757-200, two units of nose-up trim are applied if LAND 2 is
annunciated. (100' RA on the 757-300 and 767)
200' RA • Rising Runway symbol comes into view

• Bus Isolation (In the event of a generator failure, the Bus Tie Breakers prevent
a single generator from powering both the left and right AC busses. The
affected bus and autopilot remain unpowered unless the APU is running.)
• ASA is inhibited from changing to NO LAND 3, but can change to NO
AUTOLAND
45' RA • Flare Capture on the 757 (50' RA on the 767)
25' RA • Autothrottles retard to idle on the 757-200 (30' RA on the 757-300 and 15' RA
on the 767)
5' RA • Rollout Capture

• Autopilot levels the wings
• Go-Around inhibited after 2 seconds at 5' RA or below
Touchdown • Autothrottles disengage when reverse thrust is selected

• Rollout mode remains active until autopilots are disengaged. The autopilots
use rudder and nosewheel steering to track the runway centerline.
Dave Collett 26
February 12, 2018
Facts and Figures
References
NP = Volume 1 Normal Procedures F = FOM
NOI = Volume 1 Normal Ops Info T = FCTM
SP = Volume 1 Supplementary Procedures Q = QRH
AIM = Aeronautical Information Manual II = Volume 2
OS, WX, CM, etc. = Airway Manual GS = Ground School/Other
ACARS 501 Flight Summary Enter an employee number or some other value (e.g. 999999) in the SP 5.031
Employee Number for Takeoff field so engineering can validate the
takeoff power setting. (So they know a pilot completed the page with
real data instead of ACARS default data.) Employee Number for
Landing is currently not required.
ACARS 501 Flight Summary Do not manually send the Flight Summary. Let ACARS send it SP 5.035
automatically 5 minutes after the cabin door has been opened to
allow for proper sequencing of the Times report and to prevent an
arrival fuel of zero to be incorrectly sent.
ACARS 501 Fuel Boarded Enter 0 in this field if an EFSR is received. SP 5.013
ACARS 501 In-Range Report Fill in the total number of wheelchairs required at the destination and SP 5.027
any unaccompanied minors that are not already listed on the Flight
Attendant Departure Report.
ACARS 501 Sports Scores On the Other page, enter ATLXGDL in the address field and “scores” SP 5.036
in the text field with the type of scores you are requesting. If you
enter “scores” in the text field the message is automatically routed to
Atlanta Radio. Otherwise it goes to the Dispatcher who must
forward it.
ACARS 601 Sports Scores Use the Z address on the Free Text page under DAL Requests. SP 5.045
ACARS Block Times ACARS will normally report out, off, on, and in times for each flight. F 4.4.1
Pilots should report times to Atlanta Radio via phone or radio when
ACARS is inoperative.
ACARS Delay Codes When a delay occurs and station personnel require feedback from the F 4.1.01
flight crew, an uplink message will be sent to the flight via ACARS
20 minutes after takeoff. Pilots must respond to these messages.
Procedures and delay codes are in FOM Chapter 4.
ACARS Digital ATIS If the Digital ATIS altimeter setting numeric value (e.g. 29.82) and SP 5.001
alpha value (e.g. two niner eight two) are different, the crew must SP 5.039
not accept the altimeter setting.
ACARS Position Reports Do not send ACARS position reports manually prior to actually GS
crossing the fix or crossing abeam the fix because the report will be
rejected and flight status will not be updated.
Active Waypoint Monitoring Anytime the aircraft is flown in an FMS Nav mode, at least one pilot F 4.2.1
will have the map displayed on the HSI. If the distance is greater
than 320 miles, verify the active waypoint on the MCDU.
During descent and approach, the map display should have the active
waypoint visible.
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February 12, 2018
Administrative Duties Tasks of an administrative nature (tasks that are not time critical and F 10.3.1
that will distract a crewmember from effectively monitoring the
flight path) should be completed during periods of low workload.
Operationally this means crews should avoid administrative tasks
from takeoff to top of climb and from top of descent until clear of all
runways.
No administrative tasks should be performed after landing until clear
of all active runways. Operational necessity may require
administrative tasks to be performed at a time other than low
workload. This should be understood as the exception and not the
rule.
On flights with relief pilots, an augmented crewmember may complete
administrative tasks during low workload, non-sterile periods at the
discretion of the Captain.
Aerobatic Pilots Beware Boeing seems pretty serious about not using too much rudder. In T 7.10
addition to the warning in Limitations, the following admonitions are
published in the Upset Recovery section:
The use of rudder is normally not needed. The yaw damper provides
sufficient rudder stability. If aileron control is ineffective, careful use
of rudder to aid roll control and suppress yaw should be considered.
Rudder that is applied quickly or held too long may result in loss of
lateral and directional control, and cause structural damage.
Warning: Rudder reversals (rapid full rudder deflection from side-to-
side) can quickly lead to overstressing the aircraft and should be
avoided.
Aircraft Control The Captain will ensure the aircraft is under the direct control of one F 4.2.1
pilot at all times. The use of the autoflight system does not alter this
requirement.
Planned transfer of control should occur prior to top of descent in
conjunction with the approach briefing.
During transfer of aircraft control:
• the pilot relinquishing control will state, “You have the aircraft.”
• the pilot assuming control will state, “I have the aircraft.”
For all approaches, the PF should have a hand on the thrust levers
below 1,000 feet AGL, except as necessary for the performance of
other duties.
No person other than the Captain, First Officer, authorized Relief
Pilot, or line check pilot will manipulate the flight controls during
revenue operations.
Aircraft Depowering At the Captain’s discretion, the aircraft may be temporarily depowered F 28.3.1
at the gate or on a taxiway for a maintenance action provided pre-
coordination is completed with the flight attendants and a PA is
made to the customers. At the gate with the boarding door open,
emergency light activation is recommended. Off the gate or with the
boarding door closed, emergency lights are required to be
illuminated.
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February 12, 2018
Airframe Vibration Certain engine failures, such as fan blade separation, can cause high T 8.10
levels of airframe vibration. Although the airframe vibration may
seem severe to the flight crew, it is extremely unlikely that the
vibration will damage the aircraft structure or critical systems.
However, the vibration should be reduced as soon as possible by
reducing airspeed and descending. In general, as airspeed decreases
vibration levels decrease. As airspeed or altitude change the airplane
can transition through various levels of vibration. It should be noted
that the vibration may not completely stop.
If vibration remains unacceptable, descending to a lower altitude
(terrain permitting) allows a lower airspeed and normally lower
vibration levels. Vibration will likely become imperceptible as
airspeed is further reduced during approach.
Airport Elevation The highest point on an airport’s usable runways measured in feet AIM PCG
above mean sea level.
Airport Reference Point The approximate geometric center of all usable runway surfaces. AIM PCG
Airport Types Airport types: AAL 2.01
• Online: served by Delta (at least one airplane type)
• Offline: not regularly served by Delta
• Emergency: emergency airports should only be used when a AAL 2.02
specific emergency exists and the flight cannot continue to an
online or offline airport as defined in the AAL
An airport may not be compatible with your aircraft. Time permitting,
contact the Dispatcher and consult the Airport Authorization List in
the Airway Manual to determine the suitability of any divert airport.
If conditions such as fire or continuous smoke and/or fumes exist, any AAL 3.02
available airport or landing surface can be used.
Airspeed Bugs for Landing DWB at Vref 25/30 and SWBs at Vref 30 + 40 and Vref 30 + 80. NP 20.70
Vref 25/30 plus any applicable wind additives in the IAS/MACH
window.
Airspeed Bugs for Non-Normals If a non-normal checklist requires a final approach airspeed different GS
from our normal Flaps 25 or Flaps 30 airspeed (e.g. single engine or
a flap/slat problem), set the airspeed bugs as soon as you read about
it in the QRH so you don’t inadvertently set the wrong airspeed later.
Airspeed Bugs for Takeoff V2 in the IAS/MACH window. NP 20.58
SWBs at V1, VR, Vref 30 + 40 and Vref 30 + 80.
Airspeed Limit To prevent overspeeds, crews should adjust airspeed or Cost Index to T 1.34
maintain a 10 knot buffer from Vmo/Mmo and flap placard speeds.
Airspeed Limits (US) Be aware of the 200 KIAS/clean speed restriction if being radar GS
vectored for an approach and the controller says you will temporarily
leave Class B airspace. If there is Class B airspace above you (and
there usually is), your max speed is 200 KIAS or clean speed. You
may have to slow down.
Airspeed Limits (US) 250 KIAS below 10,000' MSL within 12 nm of the coast. NA 1.01
200 KIAS, or minimum speed if greater than 200 knots, at or below
2,500' AGL within 4 nm of the primary airport in Class C or D
airspace unless otherwise authorized or required by ATC. (Use
caution at OGG.)
200 KIAS or clean speed or minimum speed, whichever is greater,
below Class B airspace or in a Class B VFR corridor.
Airway Course For airways, the displayed FMS course may not be identical to the SP 11.20
charted value.
Alternate Airport Estimate Enter the alternate as the Destination on Progress page 1. SP 11.18
Estimates are for present position direct.
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February 12, 2018
Alternate Airport Minimums Alternate planning for use of GPS approaches must be based on a OS 1.09
single navigation facility even if there are two or more GPS
approaches to different suitable runways.
Alternate Airport Minimums If the alternate airport has one navigational facility providing a OS 1.09
straight-in non-precision, CAT I precision, GPS or circling approach
from an IAF, add 400 feet to the MDA or DA and add 1 sm or
1600 m to the visibility minimum.
If the alternate airport has at least two straight-in approaches to
different suitable runways, add 200 feet to the higher DA or MDA of
the two approaches used and add ½ sm or 800 m to the higher
visibility minimum of the two approaches used.
Alternate Airport Required After FAR 121 does not prohibit a flight from continuing to its destination F 14.1.10
Takeoff without an alternate once the flight has departed and weather
conditions deteriorate to the point where an alternate would have
been required for dispatch. The Captain and Dispatcher must discuss
the situation and agree to continue to the destination however.
Alternate Airport Required After Weather conditions often permit Dispatchers to dispatch a flight F 14.3.22
Takeoff without an alternate airport. On rare occasions, the destination
weather may deteriorate to the point that an alternate airport would
have been required on the original release. When this occurs, the
Captain and Dispatcher must concur on a plan for the safe
continuation of the flight. The flight may continue to its destination
once that is accomplished.
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February 12, 2018
Alternate Airport Requirements F 14.1.06
Takeoff Alternate A takeoff alternate is required anytime a flight is unable to return to
the departure airport for a CAT I approach (precision or non-
precision) or better. The alternate must be within one hour in still air
with an engine out.
Driftdown Alternate A driftdown alternate is required when the aircraft is unable to clear all F 14.1.07
terrain along the intended route by 1,000 feet with an engine
inoperative.
Alternate Weather Weather minimums for filing alternates will be derived using the
Requirements Alternate Airport Minimums tables in Airway Manual Ops Specs. If
there is no applicable IFR approach, forecast ceiling and visibility
must permit a descent from the MEA under VFR conditions.
Alternate Required An alternate is required when the weather is below No Alternate F 14.1.08
Required minimums.
Some destinations will always have an alternate due to airport or
theater characteristics.
International flight segments planned for longer than six hours require F 14.1.09
a destination alternate regardless of weather. When dispatched under F 14.1.08
Ops Specs B044, an alternate may not be required if the redispatch
segment is under six hours (unless required by weather).
For international operations, Exemption 10332 may be utilized on
flights returning to US destinations from airports authorized in Ops
Specs.
No Alternate Required
Domestic No alternate is required if, for the ETA ±1 hour, the ceiling is reported
or forecast to be at least 2,000 feet and the visibility is reported or
forecast to be at least 3 sm. (“1-2-3” rule.)
International No alternate is required if, for the ETA ±1 hour, the ceiling is reported
6 hours or less or forecast to be at least 2,000 feet or 1,500 feet above the lowest
HAT/HAA, whichever is greater, and the visibility is reported or
forecast to be at least 3 sm or 2 sm above the lowest required
visibility, whichever is greater. Some authorities require an alternate
regardless of flight time however.
Exemption 10332 CAT I No alternate is required if, for the ETA ±1 hour, the ceiling will be at F 14.1.09
Domestic Only least 1,000 feet above the airport elevation, the visibility will be at
least 3 sm, a CAT I ILS is available, no thunderstorms are forecast,
and forecast winds will allow a CAT I approach. (“1-1-3, CAT I, no
TRWs” rule.)
Exemption 10332 CAT II/III No alternate is required if, for the ETA ±1 hour, the ceiling will be at
Domestic Only least 1,000 feet above the airport elevation, the visibility will be at
least 2 sm, a CAT II or CAT III ILS is available, no thunderstorms
are forecast, and forecast winds will allow a CAT II/III approach.
(“1-1-2, CAT II/III, no TRWs” rule.)
Dave Collett 31
February 12, 2018
Alternate Airport Requirements F 14.3.16
International Operations No alternate is required if the flight is scheduled for not more than six
hours and, for at least one hour before and one hour after the
estimated time of arrival at the destination airport, the appropriate
weather reports or forecasts, or any combination of them, indicate
the ceiling will be:
• at least 1,500 feet above the lowest circling MDA, if a circling
approach is required and authorized for that airport, or
• at least 1,500 feet above the lowest published instrument
approach minimum or 2,000 feet above the airport elevation,
whichever is greater, and
• the visibility at that airport will be at least three miles, or two
miles more than the lowest applicable visibility minimums,
whichever is greater, for the instrument approach procedures to
be used at the destination airport
An alternate may not be required when dispatched under Ops Specs
B044 if the redispatch segment is under six hours.
Altimetry As a technique when flying international, insert the local transition GS
altitude/transition level on the PRED ETA-ALT line (line 6R) on a
Fix page for departures and arrivals. You will get a reminder on the
map display as you approach the transition and need to reset your
altimeter.
Altimetry When the pressure setting is reported in hectopascals or millibars and OS 5.01
below 1,000 hectopascals or millibars, all read-backs, altimeter
setting checklist challenges and responses shall include the word
“hectopascals” or “millibars” respectively.
Hectopascals (hPA) has superseded millibars (MB) at most locations,
but millibars may still be used in some places. (1 hPA = 1 MB.)
Millimeters (MM) are used in eastern Europe. Millimeters are
incompatible with Delta aircraft and hectopascals must be requested
from ATC. If necessary, use the Quick Reference Card to convert
millimeters to millibars.
Transition altitude is the altitude climbing through which the OS 5.02
altimeters must be set to 29.92 InHG or 1013 hPA (QNE).
Transition level is the flight level descending through which the
altimeters must be reset to the local altimeter setting (QNH).
Anti-Ice Do not use engine anti-ice when OAT (on the ground) is above 10°C. SP 16.01
Do not use engine or wing anti-ice when TAT (in flight) is above
10°C.
Dave Collett 32
February 12, 2018
Anti-Ice SP 16.05
Engine Anti-Ice – Ground Engine anti-ice must be selected On (not Auto) immediately after
engine start and remain on during all ground operations when icing
conditions exist or are anticipated except when the temperature is
below -40°C OAT. (The automatic system, if installed, is inhibited
on the ground.)
Do not wait for visual indications of ice. Use at all times during icing
conditions to avoid engine damage or failure.
During single-engine taxi, operate only one pack with the APU bleed
valve closed.
For airplanes with an Auto selector, turn engine anti-ice On after
landing in icing conditions. (The automatic system is inhibited on
the ground and the anti-ice valve will close after landing if the
selector is in Auto.)
Do not use engine anti-ice when the OAT is above 10°C.
Engine Anti-Ice – Inflight 757 – Operate engine anti-ice On when in visible moisture and TAT is SP 16.10
+10°C or below. No exceptions. Awareness of entering an area of
IMC at night requires careful monitoring of external meteorological
conditions. Forward facing landing lights can be used to assist pilots
in determining IMC conditions and should be used to verify in-flight
cloud conditions. If any doubt exists, operate with engine anti-ice On
if TAT is +10°C or below.
767 – Engine anti-ice must be Auto or On during all flight operations
when icing conditions exist or are anticipated except during climb
and cruise when the temperature is below -40°C SAT. Engine anti-
ice must be Auto or On prior to and during descent in icing
conditions even when the temperature is below -40°C SAT. When
operating in areas of possible icing, activate engine anti-ice before
entering icing conditions.
Do not use engine anti-ice when the OAT is above 10°C.
Dave Collett 33
February 12, 2018
Anti-Ice SP 16.07
Engine Run Ups
Ground When engine anti-ice is required and the OAT is 3°C or below,
perform engine run ups during ground operations (taxi out, ground
holding, taxi in) to minimize ice build-up. Be sure to check that the
area behind the aircraft is clear.
• 757 – run up the engines to a minimum of 50% N1 for one
second at intervals no greater than 15 minutes. The time interval
may be extended to 30 minutes if operationally necessary. If the SP 16.8
30 minute limit is exceeded, the engine must be shut down and
inspected for ice. Do not exceed 40% N1 prior to shut down and
inspection.
• 767 with P&W Engines – run up the engines to a minimum of
50% N1 for one second at intervals no greater than 15 minutes
• 767 with GE Engines – run up the engines to a minimum of
60% N1 for 30 seconds at intervals no greater than 30 minutes
Takeoff A standing takeoff is required when engine anti-ice is on and the OAT SP 16.09
is 3°C or below. Hold the brakes and make a static run up until the
engines are stabilized at or above 60% N1and ensure all engine
indications are normal before releasing brakes. This applies to all
aircraft.
Inflight Domestic 767s with GE engines: SP 16.10

• maintain N1 at or above the TAI reference bug (45% N1 at or
above 10,000' and 40% N1 below 10,000') except as required for
landing. A 3% tolerance is permitted with autothrottles on.
767ERs with GE engines: SP 16.11
• avoid prolonged operation in moderate to severe icing conditions
• during flight in moderate to severe icing conditions for prolonged
periods with N1 at or below 70% or if fan icing is suspected due
to high engine vibration, increase thrust on one engine at a time
to a minimum of 70% N1 for 10-30 seconds every 10 minutes
Anti-Ice (757-300) On 757-300 aircraft, the flaps up maneuver margin to stick shaker is SP 16.15
reduced if wing anti-ice is on. Additional airspeed (up to 5 knots)
may be added to the flaps up maneuvering speed to ensure full
maneuver margin.
Anti-Ice (757) On the 757, when engine anti-ice will be required and OAT is 3°C or SP 16.03
below, perform a visual check for ice buildup on the first stage of the
low pressure compressor (LPC) stator. Refer to SP 16 for a graphic.
Anti-Ice (767 With GE Engines) To avoid engine flame out, prior to reducing thrust for descent in SP 16.16
visible moisture with TAT below 10ºC, even if the SAT is
below -40ºC, turn engine anti-ice on. If at or below 22,000 feet, turn
wing anti-ice on as well. Turn the switches on even if the airplane
has automatic systems.
Do not operate engine or wing anti-ice when the TAT is above 10ºC.
Avoid flying directly above significant amber or red radar returns in
IMC.
Anti-Ice (767) On some 767s, operations in icing conditions have resulted in higher SP 16.17
than normal airframe buffet when landing flaps are selected. No
flight crew action is needed if this occurs.
Dave Collett 34
February 12, 2018
Anti-Ice After Landing On airplanes with automatic anti-ice systems, the engine anti-ice must GS
be turned on after landing because the automatic system is inhibited
on the ground.
On airplanes with manual anti-ice systems, the wing anti-ice Valve
lights will illuminate after landing if the wing anti-ice is on because
the wing anti-ice valves will automatically close and disagree with
the commanded position. For both manual and automatic systems,
turn the wing anti-ice off after landing.
Anti-Ice on Preflight Check Engine anti-ice – Off for manual systems, Auto for auto systems NP 20.26
Wing anti-ice – Off (both manual and automatic systems)
Anti-Ice: Engine Run Ups Ground operation in icing conditions without the required engine run- SP 16.07
ups may result in severe engine damage and possible surge. SP 16.08
Anti-Ice: Ice Crystal Icing Ice crystal icing or TAT probe icing (767) may be indicated by: Q 3.05
• the airplane is in visible moisture with amber or red radar returns
below the airplane (you’re above a thunderstorm)
• appearance of liquid water on the windscreen at temperatures too
cold for rain. The sound is different from rain too.
• light to moderate turbulence
• speckled green returns on the weather radar
• appearance of rain on the windscreen
• small collection of ice particles on the wiper post
• "Shhh" sound
• humid flight deck
• ozone or sulfur smell
• St. Elmo’s fire
• the autothrottles are unable to maintain the selected airspeed
• an erroneous TAT indication or the TAT indication remains
near 0°C
Engine indications of engine ice crystal icing or TAT probe icing
(767) may include:
• the amber max EPR lines or EPR bugs or N1 bugs may decrease
while at constant altitude and airspeed
• the EPR indications are not aligned
• inability to achieve max continuous thrust or max climb thrust
If ice crystal icing is suspected, complete the QRH procedure and exit
the area if possible.
Anti-Ice: Ice Crystal Icing Exit the ice crystal icing conditions. Request a route change to SP 16.10
minimize the time above red and amber radar returns.
Accomplish the Ice Crystal Icing checklist in QRH Chapter 3.
If an in-flight engine surge occurs, a detailed write-up in the aircraft
logbook must be accomplished and suspected ICI noted as the
probable cause.
Anti-Ice: Ice Crystal Icing Particular attention should be exercised when operating in areas with SP 16.11
very warm tropical conditions, especially in the Pacific theater. At
temperatures below freezing, near convective weather, the airplane
can encounter visible moisture made of highly concentrated, small
ice crystals. Ice crystal icing is difficult to detect because ice crystals
do not cause significant weather radar returns. They are often found
in high concentrations above and near regions of heavy precipitation.
Ice crystals do not stick to cold aircraft surfaces.
Ice crystals can accumulate in the engine core, aft of the engine fan.
Ice shedding can cause engine vibration, power loss, and damage.
Aircraft have experienced flame out events resulting from ice
accumulation in the low pressure compressor. Avoid ICI conditions.
Dave Collett 35
February 12, 2018
Anti-Ice: Ice Crystal Icing At temperatures below freezing near convective weather, the airplane T 1.53
may encounter visible moisture made up of high concentrations of
small ice crystals. These ice crystals can accumulate in the engine
core and shedding can cause engine vibration, power loss and
damage.
Ice crystals may be indicated by: T 1.54
• appearance of rain on the windscreen at temperatures too cold for
liquid water. The sound is also different than rain.
• TAT remains near 0°C due to TAT probe icing
• light to moderate turbulence
• no significant radar returns at altitude, but heavy precipitation
returns below the airplane
• cloud tops above typical cruise altitudes
There is no significant airframe icing and the ice detection system will
not detect ice crystal icing.
During flight in IMC, avoid flying directly over significant amber or T 1.55
red radar returns even if there are no returns at the airplane’s
altitude.
If ice crystal icing is suspected, exit the area and avoid flying over red
or amber radar returns. Complete the procedure in the QRH.
Anti-Ice: Ice Detection System Some airplanes (both 757s and 767s) do not have an ice detection Differences
system installed and the airframe must be monitored for ice buildup.
Refer to the Differences section of Volume 1 and/or look for an
Icing light on the overhead panel.
If an ice detection system is not installed, the only indication of
airframe icing will be ice buildup near the windscreen.
Anti-Ice: Icing Conditions Icing conditions exist when OAT (on the ground) or TAT (in flight) is SP 16.01
10°C or below and:
• visible moisture (clouds, fog with visibility less than 1 statute
mile (1600 m), rain, snow, sleet, ice crystals) is present, or
• ice, snow, slush or standing water is present on the ramps,
taxiways or runways
Anti-Ice: Inflight Icing The greatest threat of inflight icing is between 0°C and -15°C OAT. WX 2.34
The threat decreases as the OAT decreases to -40°C.
Operations into known severe icing conditions are prohibited.
Make a report to both ATC and Flight Control when encountering WX 2.35
moderate or severe inflight icing. WX 2.37
Anti-Ice: Single-Engine Taxi During single-engine taxi with engine anti-ice on, operate only one SP 16.05
pack (with the APU bleed valve closed).
Anti-Ice: Wing Anti-Ice Wing anti-ice is inhibited on the ground on all airplanes. SP 16.15
Ice accumulation on or near the windscreen or windshield wiper arm
can be used as an indication of airframe icing.
For aircraft with wing anti-ice selectors, wing anti-ice is automatic
inflight through the ice detection system.
For aircraft with wing anti-ice switches, if the Icing light and Ice Det
On EICAS message illuminate, check for visual indications of
airframe icing. If visual indications of airframe icing exist, turn the
wing anti-ice switch on.
Do not use wing anti-ice when TAT is above 10ºC.
Some aircraft with wing anti-ice switches do not have an ice detection Differences
system installed. On those aircraft, visually monitor for indications
of airframe icing and turn the wing anti-ice switch on if present.
Anti-Ice: Wing Anti-Ice The airplane is capable of continued safe flight and landing in icing T 1.56
conditions in the event of an in-flight failure of the wing anti-ice
system.
Dave Collett 36
February 12, 2018
Anti-Icing Anti-icing is a precautionary procedure that provides protection T 2.28
against the formation of frost or ice and the accumulation of snow or
slush on treated surfaces of the aircraft for a limited period of time
(holdover time).
Deicing Deicing is the procedure for removing frost, ice, slush or snow from T 2.27
the aircraft in order to provide clean surfaces.
Anti-Icing at Offline Stations A cabin check is always required if the de/anti-icing crew at a station T 2.33
has not been trained on Delta procedures.
Anti-Icing Clean Aircraft Takeoff is prohibited when frost, ice, snow or slush is adhering to the T 2.28
Concept wings, control surfaces, engine inlets or other critical surfaces of the
aircraft.
Do not rely on airflow during takeoff roll to remove frozen
precipitation that may be adhering to the aircraft.
Anti-Icing Fluids If Type IV fluid was used for overnight protection, it must be T 2.32
completely removed with Type I fluid prior to departure.
Anti-Icing Fluids Generally, Type I, II and IV fluids are considered to have the same T 2.36
effect on braking and steering as water.
Anti-Icing Fluids It is very difficult to distinguish de/anti-icing fluid from hydraulic T 2.36
fluid since both have a similar texture and color. Contact local
maintenance or MCC through the Dispatcher if residual fluid is
observed and cannot be identified.
Anti-Icing Fluids Non-certified de/anti-icing fluids may be found at certain international T 2.36
stations, offline stations and at military bases.
Non-certified Type I fluid is not authorized for takeoff during active
icing conditions. Contact the Dispatcher if used.
Non-certified Type II and Type IV fluids are not authorized under any
circumstances.
Anti-Icing Fluids Use caution when walking on the ramp after de/anti-icing. A slippery T 2.36
condition may exist especially in dry weather or during light
precipitation.
Anti-Icing Fluids T 2.40
Loss of Effectiveness (All) Any ice, frost or snow on top of the fluid.
Fluids normally fail first on the leading or trailing edge of the wing,
but will fail first at mid-chord if the airplane is pointing downwind.
Type I Frozen precipitation will begin to accumulate just as if the surface was
untreated.
Type II and IV Gray or white appearance and buildup of ice crystals on or in the fluid.
Progressive surface freezing.
Snow accumulation.
Dulling of surface reflectivity (loss of gloss or orange peel
appearance).
Ice buildup on the life raft attach points, if installed.
Anti-Icing Fluids If no specific fluid manufacturer and type is identified in the post T 2.41
de/anti-icing report, or if there is no specific holdover table for the
fluid used, or if there is any doubt as to the exact product applied,
crewmembers must default to the FAA generic holdover table.
Anti-Icing Holdover Time Holdover time is the estimated time that anti-icing fluid will prevent T 2.30
frozen contaminants from forming on treated surfaces.
Holdover time begins when the final fluid application begins and ends
when the fluid loses effectiveness or when the holdover time
extracted from the chart expires.
Dave Collett 37
February 12, 2018
Anti-Icing Holdover Time OAT is determined by the most current weather report or ATIS. T 2.42
Type and intensity of the frozen precipitation is determined by the
most current official report.
If a pilot assesses the intensity greater than that being reported, he will
use the heavier precipitation in the holdover tables.
If a pilot assesses the intensity less than that being reported, he shall T 2.43
request a new observation be taken and reported.
A pilot may act on his own assessment of lesser precipitation intensity
only for snow or ice pellets and only if the intensity is grossly
different from that being reported (e.g. the snow has stopped).
• the pilot’s assessment must be sent to Flight Control via ACARS
• a cabin check is required within 5 minutes of takeoff
Pilot assessment of freezing drizzle or freezing rain is not permitted
unless no precipitation is actually falling, however freezing drizzle
and freezing rain adhering to the aircraft are so hard to detect that if
these conditions are reported or anticipated the aircraft shall be
de/anti-iced as a precaution against encountering these conditions
during taxi out.
Anti-Icing Holdover Time Whenever a time range is given, the shorter time is for moderate T 2.42
Range precipitation conditions and the longer time is for light conditions.
Holdover time for heavy conditions will be less than the shortest
time in the range.
Anti-Icing with Engines De-icing with the engines running is authorized only at stations SP 16.36
Running identified in the Company Pages.
Anti-Icing with Engines Engine running de/anti-icing is authorized at remote locations on the T 2.37
Running airport (e.g. de-ice pad) as noted on the specific Company Page. At
all other stations, engine running de/anti-icing is not authorized.
The Deicing Coordinator at the remote location is the final authority in
deciding if engine running de/anti-icing will be accomplished.
Anti-Icing: APU Inlet Door The APU inlet door must be free of snow and ice before APU start. SP 16.03
Anti-Icing: APU Inlet Door Snow, slush or ice ingestion into the APU inlet duct while the APU is SP 16.29
running can cause serious damage. Ensure the APU inlet area is clear
before starting the APU.
Ingestion of deicing fluid causes objectionable fumes and odors to
enter the airplane.
Anti-Icing: Clean Aircraft Ensure all leading edge devices, all control surfaces, and the upper SP 16.02
Concept wing and winglets (if installed), are free of snow, ice, and frost. The
upper wing surfaces should be confirmed free of frozen
contamination by inspection from the best vantage points.
Anti-Icing: Freezing Do not take off during heavy freezing drizzle, heavy ice pellets, T 2.30
Precipitation moderate or heavy freezing rain.
Anti-Icing: Frost Takeoff with a light coating of frost up to 1/8 inch (3 mm) thick on the SP 16.02
lower wing surfaces due to cold fuel is allowable.
Thin hoar frost is acceptable on the upper surface of the fuselage
provided all vents and ports are clear. Thin hoarfrost is a uniform
white deposit of fine crystalline texture, which usually occurs on
exposed surfaces on a cold and cloudless night, and which is thin
enough to distinguish surface features underneath, such as paint
lines, markings or lettering.
Anti-Icing: Frost If hoar frost extends down to the window area, the fuselage must be T 2.28
de-iced.
Dave Collett 38
February 12, 2018
Anti-Icing: Frost Ice or frost on the upper wing surface (which is unacceptable) caused T 2.29
by a cold-soaked wing should be suspected if:
• frost or ice is observed on the underside of the wing, and
• the airplane arrived with a large amount of fuel in the wing tanks
Adding warm fuel to the wing tanks is the quickest way to alleviate a
cold-soaked wing condition.
Anti-Icing: Ice Near Static Ports Snow or ice immediately forward of static ports may disturb the SP 16.02
airflow over the ports resulting in erroneous readings even when the
ports are clear.
Anti-Icing: Ice on Flaps After prolonged operation in icing conditions with the flaps extended, SP 16.17
or if airframe ice is observed, or after landing on a runway
contaminated with ice, snow or slush, do not retract the flaps to less
than Flaps 20 until the flap areas have been checked free of
contaminates.
Anti-Icing: Internet Antenna The GoGo 2Ku Internet system, if installed, must be turned off during FB 17-09
de-icing to prevent radiation exposure to de-icing personnel. Refer to
FB 17-09 for the de-icing procedure.
Anti-Icing: Snow Snow is wet if the temperature is 30°F (-1°C) or above. SP 16.24
Snow is dry if the temperature is below 30°F (-1°C).
Anti-Skid When brakes are applied on a slippery runway, several skid cycles T 6.30
occur before the antiskid system establishes the right amount of
brake pressure for the most effective braking. If the pilot modulates
the brake pedals, the antiskid system is forced to readjust the brake
pressure to establish optimum braking. During this readjustment
time, braking efficiency is lost.
Anti-Skid Light Some airplanes have an Anti-Skid switch on the overhead panel. The II
Off light in the switch indicates the antiskid is turned off, or the
antiskid is inop due to a fault, or the parking brake valve is not open
with the parking brake released. (The parking brake valve closes to
apply the parking brake, so in the last case, the valve did not open
when the parking brake was released and the parking brakes are still
applied. Do not push back or taxi.)
Approach Ban The final approach segment of any instrument approach procedure OS 4.17
shall not be initiated unless the visibility conditions (and ceiling
when specified “ceiling required”) are reported to be at or above the
minimum authorized for the approach. (You must have the “weather
to the feather.”) OS 4.18
All approaches with less than ½ statute mile or 800 meters visibility
require the use of RVR.
At no time will a pilot operate to lower minima than published for a
particular approach.
Approach Categories RNAV (RNP): Category D or highest speed minimums NOI 3.13
Approach Categories 757-200: Category C OS 4.19
757-300 and 767: Category D
Circling: 1000/3 or Category D/highest speed minimums, whichever is OS 4.21
higher.
Approach Charts Inclusion of an approach procedure in the Jeppesen manual does not OS 4.17
constitute authority for use by Delta pilots.
This is also true for the Jeppesen app on the EFB. There may be
approach charts included for approaches we are not authorized to fly.
The only way to know for sure is to check the Airway Manual Ops
Specs chapter for a list of authorized approaches.
Dave Collett 39
February 12, 2018
Approach Charts Some foreign approach charts have “full” and “limited” minimums. OS 4.25
Delta is authorized to use full minimums provided a flight director or
autopilot is used to DA(H) or until the appropriate visual references
are obtained.
Touchdown zone and/or centerline lights may be inoperative or not
installed.
Limited minimums do not apply to Delta operations.
Approach Clearance When cleared for an ILS approach, you may not descend below any GS
step-down altitudes prior to the FAF. In some cases, following the
glideslope prior to the “feather” will take you below step-down
altitudes and may result in a violation or unsafe terrain clearance. A
good technique is to fly the localizer while complying with the step-
down altitudes with VNAV (preferred), V/S or Flight Level Change
and then arm Approach mode approaching the feather. If you do
intercept the glideslope prior to the feather, monitor raw data to
ensure compliance with the step-down altitudes and deviate from the
glideslope if necessary.
When cleared for a visual approach to an airport in Class B airspace,
you must remain above the floor of the Class B during the approach.
In some cases, following the ILS glideslope prior to the feather will
take you below Class B and, once again, may result in a violation.
(LAS 25L/R and SLC 16L are two examples.) Therefore, even on a
visual approach, comply with the step-down altitudes on the ILS
approach plate.
Class B airspace is depicted on low altitude charts, area charts and the
EFB.
Approach Clearance ILS step down fix altitudes prior to the final approach segment are OS 4.17
mandatory and are often not coincident with the extended glideslope
path. When tracking the glideslope prior to the final approach
segment, use caution to ensure compliance with charted step down
altitude restrictions.
The glideslope does not necessarily correspond with the minimum
altitudes at the step down fixes. If following the glideslope, it is
possible to inadvertently descend below the minimum altitude before
crossing a step down fix.
Approach Clearance Once cleared for a specific approach procedure, execute the entire OS 4.17
procedure from the point of clearance as depicted on the approach
chart unless a new ATC clearance is received. On procedures that
require alignment with the runway after the DA/MDA (visual
segment) do not maneuver to align prior to the visual segment
without ATC clearance.
Approach Clearance When cleared for an approach and on a published segment of that T 5.002
approach, the pilot is authorized to descend to the minimum altitude
for that segment. When cleared for an approach and not on a
published segment of the approach, maintain the last assigned
altitude until crossing the initial approach fix or established on a
published segment of that approach. If established in a holding
pattern at the final approach fix, the pilot is authorized to descend to
the procedure turn altitude when cleared for the approach.
Approach Minimums Verbalize “Radio” or “Baro,” for the first blank and the numeric value NP 20.74
for the second blank on the Descent checklist.
Dave Collett 40
February 12, 2018
Approach Mode To deselect Approach mode: II
• If neither LOC or G/S has captured, push the APP switch again
• If LOC is captured and G/S is armed, select another roll mode
other than LNAV (e.g. Heading Select)
• If G/S is captured and LOC is armed, select another pitch mode
except VNAV (e.g. Altitude Hold)
• If both LOC and G/S have captured, select G/A mode or
disconnect the autopilot(s) and cycle the F/D switches
Approach Visibility On all approaches (CAT I, CAT II and CAT III), if the aircraft is OS 4.21
established on the final approach segment and the controlling OS 4.28
visibility decreases below the authorized minima, the approach may OS 4.31
be continued to the applicable AH/DH/MDA for the approach being
conducted.
Specific foreign country exceptions may apply.
APU Bleed If the APU is running and bleed air is not required, ensure the APU NP 20.28
bleed valve is closed for better fuel efficiency and lower EGT.
APU Cancel Shutdown If the APU is turned off and the APU Run light is still illuminated II
(during the cool down), turning the switch to Start and releasing it to
On will cancel the shutdown signal and the APU will keep running.
APU Cold Soaked Start If required during an ETOPS flight, attempt to start the APU prior to SP 7.07
descent between FL270 and FL410 after at least two hours at cruise
altitude. Three start attempts are allowed. The APU must maintain
stable operating speed for at least 5 minutes to be considered a
successful start.
Note the following:
• APU start successful or unsuccessful
• number of start attempts required
• Static Air Temperature
• Flight Level
• peak EGT during start
With ACARS 501 or if ACARS is inop, record results in the logbook. SP 7.08
Otherwise, report via ACARS.
APU Fault Reset Turn the APU selector Off, then On (not Start). If the fault light Q 7.11
remains illuminated, do not attempt to start the APU.
APU Fuel If AC power is available, the left forward fuel pump will operate and II
the PRESS light will be out if the APU is running regardless of
pump switch position.
APU Fuel Valve If the APU Fuel Valve EICAS message is displayed, turn the APU Q 7.11
selector off. Do not attempt to start the APU.
APU Inop for Pushback If the APU is inop and an engine was started at the gate with external II
power, the rampers will be unable to open the forward or aft cargo
doors to load late bags after pushback because the Ground Handling
bus will be unpowered. The Ground Handling bus can only be
powered on the ground by either external power or the APU. The
bulk cargo door on the 767 can be opened manually however.
APU Leaks There should be no leaks from the APU exhaust or drains. GS
APU Operation II
Start APU Up to max altitude (42,000' for the 757 or 43,000' for the 767)
Bleed Air Available Up to 17,000'
Electric Power Available Up to max altitude
Dave Collett 41
February 12, 2018
APU Policy Start the APU approximately 5 minutes prior to actual pushback (not F 4.1.03
scheduled pushback) for all flights unless pre-conditioned air is
unavailable or customer comfort is affected.
Upon arrival, pilots should time the APU start so the APU is ready for
use just prior to the aircraft coming to a stop at the gate.
(Approximately one minute prior to gate arrival.)
Unless local guidance dictates otherwise, do not depart the aircraft
with the APU running.
APU Shutdown on Secure Turn the APU selector off and wait until the Run light extinguishes NP 20.89
Checklist before turning off the battery.
APU Start The APU Fault light will flash momentarily during start as the fuel II
valve opens.
The Run light will flash twice. The first time is a self-test and the
second time is starter engagement.
APU Start The battery switch must be On to start the APU. II
APU Start To start the APU, move the APU selector to Start, then On. SP 6.02
Do not allow the APU selector to spring back to the On position.
Verify the APU Fault light illuminates and then extinguishes.
Verify the Run light is illuminated.
APU Starter Duty Cycle The APU starter duty cycle is a maximum of 3 consecutive starts or Limitations
start attempts within a 60-minute period.
ASAP Reports A non-sole source ASAP report must be submitted within 24 hours F 19.4.3
(domestic flights) or 48 hours (international flights) after the end of
the flight duty period for the day of the occurrence, or within 24
hours of becoming aware of an event.
A sole-source ASAP report will be accepted at any time, provided the F 19.4.4
report meets the ASAP acceptance criteria.
Assumed Temperature Takeoffs Do not use assumed temperature thrust reductions when: T 3.13
• restricted at particular airports noted in the Company Pages
• unstable weather conditions exist
• AWABS is inoperative
• the runway is contaminated with standing water, slush, snow or
ice
• certain MEL procedures prohibit its use, or
• an assumed temperature thrust setting is not authorized by the
WDR
Assumed Temperature Thrust If the Thrust Management Computer automatically reduces the SP 7.04
Rollback assumed temperature to a cooler value, accept the cooler value but
use the V speeds for the entered temperature. For example, if you
enter AT57 but the thrust rolls back to AT53, use AT53 thrust for
takeoff and the V speeds for AT57.
Report the actual temperature used in the logbook or via ACARS.
Dave Collett 42
February 12, 2018
Augmented Crews On four-pilot augmented crews, the signature of each Captain on the F 10.2.2
FDRA signifies that while in the control seat they assume
responsibility for the safe conduct of the flight.
On four-pilot augmented crews the senior Captain will verify landing
currencies, determine roles and assign takeoffs and landings, be the
primary point of contact during layovers, will be consulted first by
the Company concerning irregular operations, conduct the preflight
briefing and determine rest breaks.
On four-pilot augmented crews during flight, the Captain in the left F 10.2.3
seat is the PIC and will conduct flight deck preparations, have final
responsibility and authority for the safe operation and conduct of the
flight, and make the final decision to divert.
On three-pilot augmented crews, when the Captain is not on the flight
deck, the pilot in the left seat will perform PIC duties until the
Captain returns.
Augmented Crews All pilots will be awakened 60 minutes prior to landing and be at their F 10.3.2
duty stations no later than 45 minutes prior to landing and through
Shutdown checklist completion.
Augmented Crews On three-pilot augmented crews, the Captain’s rest period should be F 21.6.1
interrupted for:
• issuance of an unanticipated reroute or altitude change
• a fuel overburn situation
• a significant cabin issue (e.g. a medical or security emergency)
• a significant aircraft mechanical irregularity
• a loss of equipment that will affect navigation
• changes in weather that may require a divert or change of
ETOPS plan
• any operational concern that requires the Captain’s involvement
Autobrakes and Thrust With autobrakes selected, higher than reverse idle thrust is beneficial GS
Reversers if the anti-skid is cycling or if you are trying to reduce brake heating
on a heavyweight landing.
Be aware that as braking action is reduced, reverse thrust becomes
more important because the tires lose friction with the runway and
the brakes are less effective. If braking action is less than Good,
select and use reverse thrust immediately after landing.
Autobrakes 3 or greater and reverse idle is recommended for normal
landings because that combination:
• does not increase landing roll because autobrakes provide a
deceleration rate
• provides fuel savings
• reduces engine wear
• produces less noise and is required at many international airports
Note that higher than reverse idle can actually increase landing
distance if you do not allow the engines to reach reverse idle before
selecting forward thrust.
Be aware that manual braking can drastically increase brake
temperatures.
Autobrakes Before Takeoff If RTO is available, select it during the Preflight Procedure. NP 20.30
RTO may disconnect during power transfers. Reselect if this occurs.
Dave Collett 43
February 12, 2018
Autobrakes on Landing Applied when both thrust levers are in idle and wheels are spun up. II
Autobrakes on RTO Maximum braking if:

(if RTO is installed) • the airplane is on the ground
• airspeed is above 85 kts and
• both thrust levers are retarded to idle
Disarming Autobrakes F – fault in autobrakes or antiskid system

(F-STOP) S – speedbrake lever moved toward the down detent
T – either thrust lever is advanced
O – brake selector moved to OFF or DISARM
P – brake pedal pressed
Speedbrakes on Rejected The lever moves to UP and speedbrakes extend when on the ground
Takeoff and either thrust lever is moved to the reverse idle detent.
Speedbrakes on Landing
Armed Arming speedbrakes is required by checklist.
The lever moves to UP and speedbrakes extend when main gear are on
the ground (trucks not tilted) and the thrust levers are at idle.
Not Armed The lever moves to UP and speedbrakes extend when on the ground
and either thrust lever is moved to the reverse idle detent. (Same
operation as speedbrakes on a rejected takeoff.)
Autoland If an aircraft is removed from CAT II/III autoland status any approach F 28.1.1
that requires the use of autoland is prohibited.
An aircraft that has not accomplished an autoland in the last 30 days
may be returned to CAT II/III status by accomplishing a successful
autoland in CAT I (or better) conditions and logged via ACARS.
Autoland It is legal for qualified First Officers to conduct approaches that F 4.2.1
terminate in an autoland; however, the approach must be conducted
in CAT I or better weather. The credit for a successfully completed
First Officer-conducted autoland is applicable for updating aircraft
autoland currency and is one of three landings for the Captain and
First Officer within 90 days recency requirement. (Does not count
for pilot autoland currency however.)
Autoland Two autopilots are required for autoland. Three are required for a CAT II
III approach.
Autoland Autoland procedures are required for all CAT II and CAT III NOI 3.07
approaches. NOI 3.09
Autoland Do not autoland if a restrictive note regarding the localizer or OS 2.04
glideslope is published (e.g. G/S Unusable, Offset Localizer, etc.).
Be sure to check the Company Pages, flight plan remarks and the
Briefing Strip at the top of the approach plate for restrictions as they
can be difficult to find.
Autoland Rollout mode cannot be assured on contaminated runways. If an T 5.020
autoland is accomplished on a contaminated runway, the pilot must
be prepared to disengage the autopilot and take over manually
should rollout directional control become inadequate.
Autoland An autoland is satisfactory if the airplane touches down within the TOPP
normal ILS touchdown zone (approximately 1,500' but no farther 50-10-05
than 3,000'), within 27' of centerline, and demonstrates satisfactory Page 13
rollout performance.
Dave Collett 44
February 12, 2018
Autoland Critical Areas ILS critical areas are protected when the ceiling is less than 800 feet or OS 2.04
the visibility is 2 sm or less. Autoland approaches can be flown
without contacting ATC.
In foreign countries, however, notify ATC if an autoland will be
conducted and the ceiling is 200' or greater and visibility is greater
than RVR 2000 (600 meters).
Autoland Critical Areas ILS critical areas are usually not protected when the weather is better T 5.019
than 800/2 and ILS beam bends may occur due to vehicle or aircraft
interference. Sudden and unexpected flight control movements may
occur at very low altitude or on landing or rollout during an autoland
as the autopilot attempts to follow the beam bend. Guard the
controls.
Automation Guidelines Briefings should include any uncommon levels of automation and NP 12.01
related monitoring expectations.
VNAV should be used when available and appropriate during climb,
cruise and initial descent.
Both pilots are responsible for comparing the performance of the
autoflight system with the desired flight path of the aircraft.
All pilot-induced lateral, vertical, and speed mode changes should be
verbalized by the PF and, after referencing the FMA, the PM should
verbally confirm the appropriate FMA status.
Both pilots are responsible for monitoring the FMA and/or MCP
whenever any component of the autoflight system is engaged and a
flight mode change occurs.
Automation Guidelines The PF will verbalize when the autopilot is engaged or disengaged. NP 12.01
When an autopilot is engaged:
• the PF should operate the MCP and
• the PM should verbalize that the proper selections have been set
When an autopilot is not engaged:
• the PM should operate the MCP as directed by the PF and
• the PM should verbalize that the proper selections have been set
Automation Required If operable and not restricted by a note on the approach chart, both the NOI 3.04
autopilot and flight director will be used for all ILS approaches when
the weather is below RVR 4000 or ¾ mile.
Autopilot Anomaly Flight in turbulence can cause a NO LAND 3 annunciation that does SP 4.06
not reset. If this occurs during a climb, cruise, or descent before
selecting Approach mode, disengage the autopilot and turn off both
flight directors before resetting the ASA. The flight directors can
then be turned back on and the autopilot re-engaged.
Autopilot Anomaly If an autopilot/flight director anomaly is observed where individual T 1.50
pilot-selected modes are not responding normally to MCP switch
selections, attempt to correct the problem by disengaging the
autopilot and selecting both flight director switches to off. This
clears all engaged modes. When an autopilot is re-engaged or a flight
director switch is selected on, the default pitch and roll modes should
engage. The desired pitch and roll modes may then be selectable.
Autopilot Approaches When not autolanding: GS
• on an ILS, disconnect the autopilot prior to the flare
• on a non-ILS approach, disconnect the autopilot no later than T 5.36
DA/MDA - 50' or DDA - 100'
• disconnect the autothrottles prior to the flare
Dave Collett 45
February 12, 2018
Autopilot Approaches If LAND 2 is displayed on the ASA, the autopilot will automatically II
apply nose-up pitch trim as the airplane descends below 330' RA for
757-200s or below 100' RA for 757-300s and 767s. If the autopilot is
then disengaged for landing or go-around, it will take 20-30 pounds
of forward pressure to counter the added pitch up trim. If an
automatic go-around is accomplished, the trim is automatically
removed.
Autopilot Approaches For approaches with LAND 2 annunciated and on airplanes with T 5.091
earlier FCCs with LAND 3 or LAND 2 annunciated, when the
autopilots are disengaged before the flare, (e.g. for a manual landing
or go-around) be prepared to counter the up trim bias used in some
multiple autopilot approaches. Initial pitch force will be up to 30
pounds nose up.
Autopilot Engagement The autopilot will not engage in either Takeoff or Go-Around mode. If II
the flight director is in either of these modes and an autopilot is
engaged, the autopilot will engage in Vertical Speed and Heading
Hold (or Vertical Speed and Attitude mode on some 757s if bank
angle is greater than five degrees).
Autopilot Engagement Autopilot engagement should only be attempted when the aircraft is in T 1.49
trim, flight director commands are essentially satisfied, and the
aircraft flight path is under control. The autopilot is not certified or
designed to correct a significant out-of-trim condition or to recover
the aircraft from an abnormal flight condition and/or unusual
attitude.
Autopilot Engagement If the autopilot is desired after takeoff, it is normally engaged after a T 3.40
roll mode and CLB power are selected.
Autopilot Not Authorized For approaches with “autopilot coupled approaches not authorized” Q NNOI 1.2
restrictions, hand-flown CAT I approaches are authorized to
applicable minimums with an operable flight director. Disconnect
the autopilot no later than the published disconnect altitude or the
FAF/FAP/PFAF, whichever is lower.
Autopilot Rudder Control During a multiple-autopilot approach and go-around, the autopilots II
control the rudder. If on single engine, be prepared to manually
apply rudder at the first change of either pitch or roll mode or if the
autopilots are disengaged because the rudder will quickly move to its
trimmed position and the airplane will roll abruptly.
Autopilot Rudder Control For a multi-autopilot go-around, yaw is initially controlled by the T 5.109
autopilots. Be prepared to immediately apply rudder input when
selecting another roll mode, pitch mode, or when altitude capture
occurs above 400 feet AGL because the autopilot reverts to single
autopilot operation and automatic control of rudder is discontinued.
Autopilot Trim Modules The left autopilot can only use the trim module under the left stab trim II
cutoff switch (center hydraulics on the 757, left hydraulics on the
767) and the right autopilot can only use the trim module under the
right stab trim cutoff switch (right hydraulics on the 757, center
hydraulics on the 767). The center autopilot, however, can use the
trim module under either stab trim cutoff switch.
Autothrottles Autothrottle use is recommended during all phases of flight. When in T 1.49
manual flight, autothrottle use is also recommended however manual
thrust control may be used to maintain pilot proficiency.
During engine-out operations, disconnect the autothrottles and keep
the throttle of the inoperative engine in the Close position.
Dave Collett 46
February 12, 2018
Aviation Herald There is a website in Austria called “The Aviation Herald” GS
(www.avherald.com) that reports on airline incidents and accidents
from all over the world and it’s amazing how much goes on that we
never hear about. Visiting this website is a great way to fight
complacency because serious events like smoke and fumes, engine
shut downs, cargo fires and flight attendant injuries happen almost
every day. The website looks homemade, but they have a nice smart
phone app you can buy.
AWABS ACARS Inop If takeoff data is required after pushback and ACARS is inop, contact F 14.7.14
the Dispatcher for a phone patch to the load planner to obtain takeoff
data for a full power takeoff for one runway and one flap setting.
AWABS Corrections Do not take off with unresolved performance or weight and balance F 14.7.09
issues.
Pilots may make corrections to the final WDR if changes occur.
Corrections should be made using the following priorities:
1. Apply performance corrections, as required.
2. Request a WDR update via the ACARS TOPR function.
3. Contact LCC via Dispatch.
Returning to the gate for an updated WDR is a last resort.
AWABS Flight Plan Addendum The Flight Plan Addendum is printed automatically with the Flight F 14.2.37
Plan and includes passenger configuration, MEL items, performance
notes, the Flight Attendant Briefing Guide and a “Stay At Gate For
WDR” message, if applicable.
AWABS Intersection Departure Performance data for an intersection departure is also valid for all NP 20.64
other takeoff positions on that runway that afford additional runway
length.
AWABS Loading and Review When you change the runway in the FMS make sure you delete any GS
runway intersections associated with it or else AWABS won’t uplink
the data for the new runway.
AWABS Loading and Review On the PERF INIT page, compare the uplinked ZFW (small font) with NP 20.57
the flight plan ZFW (large font) for reasonableness before accepting.
On TAKEOFF REF page 2, verify or update the FMS ACCEL HT as NP 20.58
necessary. Also compare the STD LIMIT, which is the lessor of
RATOW, CLIMB or MAX Takeoff weight, with the actual gross
weight on page 1.
AWABS Loading and Review Performance data may be loaded into the FMS at any point after NP 20.57
receipt of the WDR.
The Captain’s analysis of the WDR shall not be completed while the
Captain is taxiing the aircraft. (The First Officer may taxi.)
AWABS Manual WDR A Manual WDR will be generated by the Load Control Center if F 14.7.11
AWABS is unavailable.
Crews are not authorized to perform manual weight and balance
computations.
If a Manual WDR is provided, the flight crew must obtain the
stabilizer trim setting and the V speeds from the ODM. To compute
the stabilizer trim setting, use the last three digits of the Actual
Takeoff Weight on line Z of the Takeoff Performance Worksheet.
For example, if the Actual Takeoff Weight is listed as 156,225.7, the
%MAC is 25.7.
AWABS MELs All MELs which are designated “Dispatcher Approval Required” F 14.7.08
should be listed on the WDR. All performance penalties have been
applied for listed MELs.
AWABS Passenger Count Delta policy directs gate agents not to write or verbalize the final F 14.7.09
passenger count when delivering the Updated Weather Briefing.
Captains should use the passenger count on the WDR.
Dave Collett 47
February 12, 2018
AWABS Pre-Pushback (D-8) The Pre-Pushback (D-8) message is uplinked to the aircraft 8 minutes F 14.6.3
Message prior to the latest published departure time. Crews may allow the
agent to close the door and pull the jetway prior to receiving the D-8
message, but do not push back before receiving:
• a Pre-Pushback message (that does not state “Stay at Gate for
WDR”) or a WDR, and
• a Fuel Service Record (either electronic or hardcopy)
AWABS Printer Inop If the ACARS printer is inoperative, pilots may obtain a hard copy F 14.7.11
WDR from the gate agent prior to closing the cabin door. Advising
the agent of this requirement early may avoid unnecessary delay.
Alternatively, the crew may push without a paper WDR as long as all
data can be accurately interpreted on the ACARS display screen.
AWABS Production In order for AWABS to produce a WDR, the following criteria must F 14.6.1
be met:
• the aircraft actual weight, within AWABS and flight plan limits
• the current weather, within environmental limits
• the passenger count must be entered
• the cargo load must be entered
• the fuel load must be entered, and
• there can be no open maintenance actions in SCEPTRE
AWABS Runways If a required runway is not listed on the D-8 message or the AWABS GS
WDR, it is usually faster to request data for that runway with the
ACARS Takeoff Performance Request (TOPR) than to call station
operations on the radio. Local station personnel cannot easily send a
WDR with the new runway and usually have to phone OCC for help.
Be aware that the TOPR automatically defaults to a Dry runway even
if stations loaded a contaminant into the template. You must change
the runway condition if necessary.
AWABS Stay At Gate The hold status on the D-8 Pre-Pushback Message prevails over the F 14.2.39
Flight Plan Addendum, as it is the more recent document. That is, if
the D-8 Pre-Pushback message does not include a “STAY AT
GATE” message, then the flight may pushback, regardless of the
Flight Plan Addendum.
AWABS Takeoff Performance All authorized takeoff positions for an airport can be obtained via a F 14.7.10
Request Takeoff Performance Request (TOPR) by requesting data for a
runway that does not exist. For example, request data for RWY 99.
Dave Collett 48
February 12, 2018
AWABS Weight Data Record The Weight Data Record (WDR) is normally transmitted to the aircraft F 14.7.01
just prior to or during pushback. An identical hard copy can be
printed at the gate in case ACARS or the ACARS printer is inop.
If a gate-printed WDR is used, pilots must ensure that the WDR
header items (Flight number, Date, Ship number, City pair, and
Release number) are correct. Pilots should never use a WDR that
states, “NOT FOR FLIGHT CREW USE” at the top. Pilots should
also reference Line 2 of the header to crosscheck WDR submit time
versus current time to ensure accuracy.
A new WDR will be uplinked for changes to cabin or flight deck
jumpseat and for changes that exceed the AWABS tolerance of:
• a total increase of 1,000 pounds (passenger or cargo) or
• a change of 0.5% MAC
Normally, the Captain will authorize cabin door closure prior to
receiving the WDR via ACARS. There is no requirement for the
agent to provide the passenger count to the crew.
If there is uncertainty about the weight and balance or passenger count F 14.7.02
data, the crew may request a new WDR via ACARS with the latest
information. If not resolved, contact the Load Control Center via the
Dispatcher.
AWABS Winds AWABS only uses steady state winds for headwind and tailwind F 14.7.05
components. It does not use gusts. Crosswinds include gusts and are
provided for situational awareness.
HW xx is the minimum headwind component required for takeoff.
TW xx is the maximum tailwind component already included in the F 14.7.06
performance calculations.
Manual performance correction figures are on the flight plan
addendum. The crew may also request an updated WDR via the
ACARS TOPR function
Backcourse Localizer Set the front course. T 5.034
Always press B/CRS on the MCP before pressing LOC. T 5.036
Bank Limit Selector If the Bank Limit Selector is other than Auto, excessive bank angle NP 20.29
may occur in HDG SEL at high altitudes or airspeeds.
Basic Turbojet Minimums A precision or non-precision approach to not less than RVR 4000 OS 4.17
(1200 m) or ¾ statute mile visibility and 200' DH or 250' MDH.
Below Glideslope Alert The Below Glideslope alert may be cancelled or inhibited for: T 7.20
• localizer or backcourse localizer approach
• circling from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal
Bomb Threat In no instance should attempts be made to disable or render safe an Q 0.08
actual or suspected explosive device on an aircraft in flight until
instructed to do so by a TSA Aviation Explosive Security Specialist.
Bomb Threat Rescue personnel will not assist in an evacuation if there is a potential Q 0.13
bomb threat. They are required to remain 2,000 feet away from the
aircraft.
Brake Accumulator Pressure Accumulator pressure may be insufficient to prevent the airplane from NP 20.32
moving even with the parking brake set. (Get chocked.)
Brake Source Light Indicates both normal and alternate brake source pressures are low. If Q 14.15
it remains illuminated after selecting Reserve Brakes on the 757 or
Reserve Brakes and Steering on the 767, the reserve brakes are
unpressurized too and only accumulator braking is available. During
landing rollout with accumulator only, apply steady, increasing
brake pressure and hold to a full stop.
Dave Collett 49
February 12, 2018
Brake System Hydraulics II
757 (“Right-Left-Right”) Normal – Right
Alternate – Left (automatic if right hydraulic system press low)
Reserve – Right (press the RESERVE BRAKES switch)
767 (“Royal Crown Cola”) Normal – Right

Alternate – Center (automatic if right hydraulic system press low)
Reserve – Center (press the RESERVE BKS & STEERING switch)
Brake Wear Indicators The brake wear indicators must extend out of the guides when the GS
parking brake is set.
Brakes Set Leave the parking brake set at the gate if the wind, including gusts, F 30.3.2
exceeds 30 knots or if the ramp is icy.
Leave the parking brake set at the gate at all times if directed by the
Company Pages.
Braking Action If stopping distance is critical during a non-normal, consider using T 8.03
max autobrakes for touchdown and quickly transitioning to max
manual brakes to stop the airplane.
Braking Action Runway Condition Codes (RwyCC) describe braking action on the WX 4.01
runway and consist of numerical values from 0 to 6 reported for each
third of the runway.
• 6 is a dry runway WX 4.05
• 5 is good braking
• 3 is medium braking
• 1 is poor braking
• 0 is nil braking
Braking Action When braking conditions are less than “good,” pilots are expected to WX 4.02
provide a PIREP.
When tower controllers receive braking action reports from pilots or
airport management using the terms “medium,” “poor” or “nil,” or
whenever weather conditions are conducive to deteriorating or
rapidly changing braking conditions, the ATIS will include “Braking
action advisories are in effect.”
Braking Action Operations on any runway with a report of nil braking action are WX 4.05
prohibited.
Briefing: Approach Complete prior to the top of descent, if able. If a transfer of aircraft F 5.1.06
(“Threatening NATS”) control is required (e.g. CAT II/III) it will be completed in
conjunction with the Approach Briefing.
Brief the highest threats and mitigation strategy.
N – NOTAMS
A – arrival, approach chart and automation including the missed
approach plan and go-around procedure and callouts
T – transition level if not FL180, terrain and taxi considerations
S – Special (Company) Pages, including engine-out go-around
Briefing: Crew Changeover Each oncoming crewmember must be briefed prior to assuming flight F 5.1.09
deck duties. The briefing will include pertinent information
pertaining to route, altitude, ATC status (radar contact, CPDLC,
WPR, etc.), fuel and time trends, weather, aircraft status, passenger
issues and issues requiring notification of the Captain.
Immediately after assuming flight deck duties, the oncoming F 5.1.10
crewmember(s) will compare FMS coordinates/waypoints to the
clearance or flight plan as applicable.
Dave Collett 50
February 12, 2018
Briefing: Departure Complete prior to the Preflight checklist. F 5.1.03
(“Threatening WARTS”) Brief the highest threats and mitigation strategy.
W – weather and winds, including takeoff alternate and low vis taxi
A – abnormal procedures and abort considerations
R – runway considerations, including length, condition and return
T – taxi considerations, terrain and transition altitude if not 18,000 feet
S – SID/DP and Company Pages, including engine-out departure
Briefing: Flight Attendants Flight attendant briefing suggested topics include: F 5.1.02
All Flights
• security considerations
• flight deck entry/exit procedures
• planned flight time and altitude
• enroute/destination weather
• requirement for passenger overwater briefing
• coordination of PAs, e.g. warm weather, turbulence, etc.
• enroute turbulence and time expected, if available
• Easy Victor review and red and yellow emergencies
• jumpseaters
• medical event plan including requirement for MAF and expected
communication between the flight deck, cabin and STAT-MD
• any information exchanged between the flight attendant and the
gate agent (e.g. during the Minute Brief)
• expectation that the Top of Descent PA will be made no later
than 5 minutes prior to starting descent
International
• confirm with the Flight Leader that all flight attendants have the
required documentation (passports, visas, vaccinations) and
required customs and immigration forms are on board
First Flight of the Day or After a Crew Change
• Seat Belt/No Smoking sign use
• review of cabin discrepancies
• customer misconduct procedures
Briefing: Jumpseat The Captain will ensure the flight deck jumpseater is briefed on sterile F 5.1.01
flight deck, egress procedures, and oxygen mask usage.
Briefing: Leaving the Flight If one pilot needs to leave the flight deck a briefing will be conducted F 10.3.2
Deck summarizing automation status, clearance limits, fuel system status,
etc. The returning pilot will then be briefed on any relevant changes.
Briefing: Overwater An overwater briefing and demonstration is required on any flight F 5.1.10
operating at a lateral distance of more than 50 nm from the nearest
shoreline.
Briefing: Pairing All pilots will be included in the departure, takeoff, and approach F 5.1.01
briefings.
The Captain will conduct a detailed briefing covering rejected
takeoffs, abnormal considerations, and the go-around maneuver once
per each crew pairing, at a minimum, and as necessary based on
changing conditions.
Dave Collett 51
February 12, 2018
Briefing: Takeoff The PF will conduct a takeoff briefing when in proximity to the F 5.1.05
departure runway.
The PF will verbalize the following and confirm the aircraft
automation is properly set:
• runway
• departure
• first fix
• H: heading (initial) and/or planned roll control automation mode
• A: altitude and transition altitude if other than 18,000 feet
• A: airspeed restriction, if applicable
Recheck that the heading, altitude, and airspeed are correctly set.
Briefing: Takeoff The PF will verify and verbalize: NP 20.64
• runway – outside reference and ND/FMS runway
• departure
• first fix
• H: heading mode
• A: altitude constraints
• A: airspeed constraints
Both pilots will also compare the aircraft symbol on the HSI to the
runway symbol on the HSI while in the 10 nm scale.
Bulk Cargo Heat Selector (767) The Bulk Cargo Heat selector should stay in the Vent position. NP 20.22
Cabin Altitude Warning 10,000' cabin altitude II
Outflow Valve Closes 11,000' cabin altitude if the cabin controller is in Auto (and in Manual
on some 757s)
Passenger Masks Drop 14,000' cabin altitude
Passenger Oxygen Duration 12 minutes (22 minutes on some 757s)
Altitude Warning Resets 8,500' cabin altitude
Cabin Interphone System Inop Ensure all cabin handsets are properly stowed. Q 5.05
Cabin Temperature If the cabin temperature is extreme (below 50°F or above 90°F) and is F 11.3.07
not improving quickly enough after connecting external air or
starting the APU, coordinate with the gate agent to delay or suspend
boarding.
Report problems with external air with an ACARS or web-based FCR.
Callouts at CAT I or CAT II PM: “Minimums.” NP 12.06
Autoland Minimums Captain: “Land 2” or “Land 3.”
Callouts at CAT III Alert Height PM: “Minimums.” NP 12.06
Captain: “Land 3” or “Go Around.” (Don't say anything else.)
Callouts at Transition Altitude “Transition Altitude” and “Transition Level” are required callouts if NP 12.04
and Transition Level the transition altitude is not 18,000 feet or the transition level is not NP 12.05
FL180.
Callouts on Approaches If the radio altimeter is inoperative, make the “1,000” and “500” NP 12.04
callouts by reference to the barometric altimeter.
Callouts on Approaches On any approach, if the Pilot Flying can maintain visual contact with NP 12.04
the runway, the “Approaching Minimums” and “Minimums”
callouts are not required.
Callouts on Approaches The PM should call “Sink ___” for any descent rate exceeding 1,000 NP 12.05
feet per minute below 1,000 feet AGL.
Callouts on Approaches The “Approaching Minimums” callout at approximately 80 feet above NP 12.06
minimums and the “Minimums” callout are made by reference to
whichever altimeter (radio or baro) defines the minimums.
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Canceling IFR Cancelling IFR is authorized if: OS 7.03
• VFR weather conditions exist
• in direct communication with CTAF or other service providing
traffic advisories
• within 10 nm of the airport or in visual contact with the landing
runway that can be maintained until landing
You must cancel IFR with the controlling agency.
Cargo Fire Inform ground personnel not to open any cargo door until all Q 8.18
passengers and crew are off and firefighting equipment is nearby.
Cargo Fire Detectors Since the cargo fire detectors detect smoke, fire-extinguishing agent II
discharged in the cargo compartment may cause the detectors to
indicate a fire still exists even after it has been extinguished.
CAT I (ILS and Non-Precision) A descent below minimums is authorized if: OS 4.23
• a normal landing can be made in the touchdown zone
• the runway environment is in sight, however if only the approach
lights are in sight, descent is not authorized below 100' above
TDZE unless the red terminating bars or the red side row bars are
also visible
• sighting Lead-In Lights does not satisfy the requirement for
visual contact with the runway environment, however it is
sufficient to continue beyond the MAP. Do not descend below
the MDA/DDA until the actual runway environment is in sight.
If the above conditions are not met, a missed approach is required.
CAT I ILS without TDZ and/or In the US, if the TDZ and/or CL lights are inop or not installed, CAT I OS 4.24
CL Lights ILS approaches may be flown to RVR 1800. This removes the
penalties for TDZ or CL lights out-of-service or not installed
provided all the requirements in the Airway Manual Ops Spec
chapter are met.
CAT II and CAT III Use the CAT II or CAT III approach guide in Normal Ops Info as a NOI 3.07
briefing guide. NOI 3.09
Autoland procedures are required.
Max winds to initiate or land from a CAT II or CAT III approach are a
15 knot max crosswind, a 25 knot max headwind and/or a 10 knot
max tailwind.
Captain callouts at DA(H) or Alert Height:
• CAT II: “Land 2” or “Land 3” with runway environment in sight
• CAT III: “Land 3” (runway environment in sight not required)
A missed approach is required if:
• the criteria in the Airway Manual Ops Specs are met
• the autopilot is unintentionally disengaged; however, if the
autopilot is unintentionally disengaged below RA/DA/AH, the
landing may be completed if suitable visual reference is
established
• autoland cannot be accomplished in the touchdown zone
• the ASA does not say LAND 2 or LAND 3 on a CAT II
• the ASA does not say LAND 3 on a CAT III
For all EICAS messages, aural warnings and warning/system failure
flags that occur prior to decision height/alert height, the approach
may be continued as long as the ASA status annunciates LAND 2 or
LAND 3 for a CAT II approach or LAND 3 for a CAT III approach
and the LOC and G/S are within tolerance. The ASA monitors the
required elements of the CAT II/III airborne system.
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February 12, 2018
CAT II Missed Approach A missed approach is required if: OS 4.30
• any of the required RVR, airborne or ground systems become
inoperative
• the approach lights are not in sight by the DA(H)/RA
• the threshold is not in sight by the Inner Marker or 100' above
TDZE. (May also be the DA(H)/RA.) The threshold environment
includes touchdown zone lights, threshold, red terminating bars
on the ALSF-I system or the red side row bars inside 500' on the
ALSF-II/ICAO system.
• an automatic landing cannot be made in the touchdown zone
• the crosswind is greater than 15 kts
CAT III Missed Approach A missed approach is required if: OS 4.33
• any of the required RVR, airborne or ground systems become
inoperative
• the crosswind is greater than 15 kts
• an automatic landing cannot be made in the touchdown zone
CAT IIIA and CAT IIIB For 757 and 767 aircraft, Delta operates all CAT IIIA and CAT IIIB T 5.018
approaches as CAT III.
Center Tank Fuel Pumps If center tank fuel is to be used, turn the center tank fuel pumps on NP 20.50
during the Pushback Procedure and before engine start. Observe both
Press lights illuminate and both center tank fuel pump EICAS
messages display. Then turn the pumps off for engine start and
observe the Press lights and EICAS messages are no longer
displayed.
Checking the center tank fuel pumps can be accomplished any time
after fueling is complete.
Center Tank Fuel Pumps For single-engine taxi, after starting the first engine turn the center NP 20.54
tank pump on for the operating engine.
During the Delayed Start Procedure, turn the operating center tank fuel NP 20.61
pump off prior to starting the second engine.
After both engines are started, turn both center tank fuel pumps on and NP 20.62
verify Press lights and EICAS messages are not displayed.
Center Tank Fuel Pumps Center tank fuel pump EICAS messages may display on takeoff or NP 20.55
climb if the center fuel tank contains less than 5,000 pounds of fuel
and the center tank fuel pumps are on. (Deck angle or fuel sloshing.)
Center Tank Fuel Pumps If an engine or engines will be shut down during a taxi delay, center NP 20.59
tank fuel pumps must be turned off prior to engine shutdown to
prevent a center tank Universal Fault Interrupter lockout (trapped
fuel). Turn on the center tank fuel pump for an operating engine after
a brief delay of 5 seconds or more.
Center Tank Fuel Pumps (757) If the aircraft has the Center Tank Fuel Restriction MEL item it is FB 14-03
necessary to ensure the center tank fuel inlets remain covered by fuel
if a fuel pump switch is On.
• if the center fuel tank contains less than 5,000 pounds for initial
taxi, leave the center tank fuel pumps off until reaching 10,000
feet MSL and then turn them on
• if the center fuel tank contains 5,000 pounds or more for initial
taxi, turn the center tank fuel pumps on after engine start
• when center tank fuel burns down to approximately 1,000
pounds, turn the center tank fuel switches Off
• center tank fuel is still considered usable fuel and FMS
corrections are not necessary
Checklist Modifications The checklist must not be modified in any way. (The FAA gets very Volume 1
upset about that.) Preface 1.2.4
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Circling Approach The circling maneuver is flown in the landing configuration with the T 5.079
Configuration Landing checklist complete. (i.e. landing flaps prior to the FAF.)
Circling Approaches OS 4.22
Minimum Visibility 3 sm (4800 m) or CAT D/highest speed visibility, whichever is higher.
Minimum Ceiling 1,000' or CAT D/highest speed HAA, whichever is higher.
MDA 1,000' HAA or CAT D/highest speed MDA, whichever is higher.
Circling Approaches The circling maneuver may be flown following any instrument T 5.079
approach procedure.
Use V/S mode to descend to the circling MDA. Use of Approach
mode for descent to the circling MDA is not recommended because
the AFDS will not level off at the MCP altitude and exiting
Approach mode requires initiating a go-around or disengaging the
autopilot and turning off both flight directors.
If the MDA does not end in “00”, set the MCP altitude to the nearest
100 feet above the MDA and circle at the MCP altitude.
Maintain the MDA using ALT HOLD and use HDG SEL for the
maneuvering portion of the circling approach.
Circling Approaches If a missed approach is required at any time while circling, make a T 5.081
climbing turn in the shortest direction toward the landing runway.
Continue the turn until established on an intercept heading to the
missed approach course corresponding to the instrument approach
procedure just flown. This may result in a turn greater than 180° to
intercept the missed approach course. Maintain the missed approach
flap setting until close-in maneuvering is completed.
Circling Approaches If flying a circling approach with an engine inoperative, under some T 5.103
flight conditions, such as high temperatures, high pressure altitudes,
and high airplane weight, limit thrust may be required to maintain
level flight with gear down and Flaps 20. When these conditions are
encountered consider retracting the landing gear for the circling
portion of the approach after the descent to the MDA. The GPWS
gear override switch may be used to prevent nuisance warnings.
Circling Area Radius Standard: 2.3 nm for CAT D/165 knots. OS 4.20
Since 2012, circling approach protected areas have been expanded and
the radius increases with the altitude of the MDA to compensate for
true airspeed increase with altitude. Expanded circling protected
areas are identified on the approach plates by a white “c” inside a
tilted black square.
Circling Area Radius The FAA calculates 2.3 nm from runway thresholds at 165 knots T 5.080
(Cat D) maximum airspeed. ICAO uses 4.2 nm at 180 knots. T 5.081
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February 12, 2018
Circuit Breaker Reset Warning: Do not reset a tripped fuel boost pump circuit breaker. Q NNCI 1.4
Flight crew reset of a tripped circuit breaker is not recommended
unless directed by a non-normal checklist, however a tripped circuit
breaker may be reset once, after a short cooling period, if the
situation resulting from the tripped breaker has a significant adverse
effect on safety. A reset should only be accomplished after
maintenance and the flight crew have determined it is safe to do so.
The flight crew may cycle the circuit breaker(s) of a degraded or
inoperative system (normally only one time per event) provided the
Captain determines the affected system is desirable for the conduct
of the flight and one of the following conditions exists:
• the breaker had not previously tripped and there is no specific
non-normal procedure in the checklist prohibiting reset (e.g. fuel
boost pump), or
• maintenance has determined cycling the circuit breaker is safe
If a circuit breaker is cycled during flight, notify maintenance. A
logbook entry shall be made to document the occurrence.
Clearance Verification If any pilot is unsure of a clearance, contact ATC to verify. NP 12.08
If the departure clearance is received via radio, both pilots should
monitor and at least one pilot must write it down.
After the departure clearance is received, either by ACARS or voice,
the PM will reference the clearance and read the departure, route of
flight, altitude and any speed restriction to the PF. The PF will
reference the FMS and MCP and read the departure, route of flight,
altitude and any speed restriction back to the PM.
The Captain should repeat the taxi clearance after the First Officer has
read the clearance back to ATC. When issued complex or extensive
taxi instructions, at least one pilot should write down the clearance
or load it into the FMS scratch pad.
Both pilots should verify the altitude specified by either an ATC
clearance or a procedure has been set correctly by stating the altitude
and pointing at the altitude display window. Also ensure the proper
altimeter reference (QNH, QNE or QFE) is set.
Both pilots must review any clearance received via CPDLC. Review
the entire clearance in the correct page order.
The PF should repeat crossing restrictions, headings and airspeeds.
Cleared Direct Confirm the exact routing with ATC if “cleared direct” or “cleared to.” NAV 1.10
In most countries “cleared direct” may mean continue via the
previously assigned route.
Cleared To vs Cleared Direct Do not confuse “cleared to” with “cleared direct.” In the US, “cleared GS
to” is a clearance limit, while "cleared direct" is a route amendment.
In the first case, if you’re cleared to a particular point, say for
holding, you should follow your last assigned route to that point. In
the second case, if you’re cleared direct to a point, you should go
directly there.
Be aware that in ICAO airspace, "cleared direct" often means fly your
flight planned route. It is not a route amendment. If in doubt, query
the controller.
Climb or Descent Direct Executing CLB DIR or DES DIR deletes all waypoint altitude SP 11.24
constraints between the airplane’s current altitude and the MCP
altitude.
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February 12, 2018
Cockpit Windows Verify the lever lock is in the locked (forward) position and the NP 20.38
Window Not Closed placard is not visible. Pull on the lock lever
without pushing the button to ensure it is secure.
Ensure the indicator at the top of the window reads Closed and the arm
assembly is approximately perpendicular to the lower track.
Coded Departure Routes When weather or events dictate, all Coded Departure Routes (CDRs) F 14.2.23
for the departure city will be listed in the CDR SUMMARY section
of the flight plan. CDRs for which the aircraft does not have
sufficient fuel will still be listed but will contain the remark, “N/A
without dispatcher approval.”
When the program is in effect, ATC will contact the flight prior to
departure and issue a CDR clearance with the following
phraseology: “(call sign), cleared to the (destination) airport via
(CDR code), rest of clearance remains the same.” For example:
“DAL123 cleared to MIA via LGA MIA Whiskey Hotel, rest of
clearance remains the same.”
Advise the dispatcher anytime a CDR is issued by ATC.
Cold Temperature Altimeter When the temperature is colder than standard, the true altitude will be WX 3.01
Corrections lower than the indicated altitude. This altimeter error may be
significant and becomes extremely important when considering
obstacle clearances in very cold temperatures.
At Delta domestic airports, apply altimeter corrections from the
Company Page. At non-Delta domestic airports, manually apply
corrections from the Airway Manual Weather chapter.
At international airports including Alaska, manually apply corrections
as described in the Airway Manual Weather chapter.
Do not fly RNAV approaches when the temperature is outside the
range published on the approach chart.
Communicable Disease The U.S. Center for Disease Control and Prevention (CDC) must be F 17.4.7
notified immediately of any death or suspected communicable
disease occurring on a domestic flight or an inbound international
flight.
In either of these events, contact the Dispatcher, who then will notify
the CDC and the arrival station.
Utilize STAT-MD as applicable.
Advise STAT-MD of any ill customer traveling from West Africa
regardless of symptoms.
Communications Internal communications, such as memos, emails and content on all F 8.2.1
Company channels and are not to be copied, forwarded, reproduced
or posted online.
Communications Requirement All flights must maintain continuous two-way voice communication CM 3.01
capability with ATC. CPDLC and ADS-B/C do not provide relief
from this requirement.
All flights must maintain continuous two-way voice or data
communications capability with Delta. If ACARS is in a NO
COMM status which cannot be resolved in short order, two-way
voice communications with Delta must be established.
Communications Requirement Other than calls to ATC, once out of the gate, all operationally CM 4.02
significant calls (including calls on cell phones) must be routed
through Atlanta Radio for transcribing. Do not call Flight Control,
maintenance, etc., directly.
Complaint Resolution Official A Complaint Resolution Official (CRO) is an ACS representative F 11.3.09
trained in disability regulations. The gate agent should contact a
CRO for guidance on any disability issue which the agent cannot
resolve.
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February 12, 2018
Configuration Changes Prior to taxi, the flaps will be selected to the takeoff or default NP 10.04
position.
During flight, the PF will call for any gear or flap change and the PM
will verify that the airspeed is appropriate before accomplishing the
change. If operational necessity requires an immediate configuration
change and the PM is occupied with other duties, the PF may
announce the change and move the appropriate control. This should
be understood as the exception and not the rule.
After landing, no configuration changes shall be made until clear of
the active runway, or until the aircraft has reached taxi speed when a
180° turn is required.
Contact Approaches Contact approaches are not authorized. OS 4.17
Contract Maintenance Contract maintenance should always be arranged through the MCC F 28.3.4
(not through local ops). The Captain is responsible for ensuring the
accuracy of a contract mechanic's logbook entry.
Control Wheel Steering Do not use control wheel steering for takeoff or the landing flare SP 4.01
maneuver.
Cost Index All oceanic crossings, except for the North Atlantic, will be flight F 14.2.29
planned to use a Variable Cost Index. When required, however, ATC
may assign a constant Mach to maintain separation.
NAT tracks will be flown at a constant Mach.
CPDLC and ADS CPDLC provides text-based communications directly between pilots GS
and ATC controllers using the ACARS network.
ADS-C sends enhanced position information to ATC using the
ACARS network.
ADS-B sends enhanced position information to ATC using special
transponders and dedicated ground stations. ACARS is not involved.
CPDLC ATC Log Erase the ATC log during preflight to ensure erroneous leftover NAV 5.6
messages are not delivered during flight.
CPDLC Comm/Nav Codes In the Comm/Nav section of the flight plan: F 14.2.06
• J5 indicates Inmarsat SATCOM CPDLC
• J7 indicates Iridium SATCOM CPDLC
CPDLC Comm/Nav Codes Do not log on to CPDLC unless you have SATCOM. If you log on GS
with only VHF, ATC will assume you are fully FANS-equipped and
apply reduced separation standards, but CPDLC will drop off when
you leave VHF range and reduced separation will no longer apply
and ATC may issue a violation.
To determine if you have SATCOM CPDLC, look at the comm/nav
line on the flight plan. If you find J5 or J7, you are good to log on. If
you see J3, you only have VHF CPDLC and must not log on. Do not
log on unless you see J5 or J7.
CPDLC Conditional Clearances Use extreme caution when dealing with conditional clearances. SP 5.080
Numerous ATC violations have resulted from crews missing the
conditional nature of the clearance and climbing too early or too late.
CPDLC Data Authority Most Air Traffic Service Units (ATSUs) must confirm data authority CM 3.08
with the aircraft with some kind of downlink.
• in the Atlantic, Gander, Reykjavik and Shannon will send an
automated message to the aircraft that crews must acknowledge
• in the rest of the Atlantic, nothing is required
• in the Pacific, crews must send a CPDLC position report (ATC
SEND) when crossing an FIR boundary. (Make sure you wait
until after you have crossed the FIR boundary. Don’t just send
the report when the ATSU Logon changes. Furthermore, make
sure you send the position report when entering an Oceanic FIR
from a Domestic FIR too.)
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February 12, 2018
CPDLC Downlinks To avoid ambiguity, do not send multiple clearance requests within a SP 5.081
single downlink message. Use separate templates for each request.
CPDLC Emergency Page Normally use the CPDLC Emergency page instead of the ADS SP 5.084
Emergency prompt to declare an emergency. This will trigger both
CPDLC and ADS emergency modes.
Pre-populate the CPDLC Emergency page with the appropriate ETP SP 5.086
airport, SOBs, and altitude and keep it updated as ETP airports
change. Leave offset blank. In the event of an emergency, only
MAYDAY or PAN will need to be selected prior to sending.
CPDLC Logon Log on 15 minutes prior to the Oceanic Entry Point or FIR boundary. SP 5.075
Crew Duty Communications In order to maintain operational integrity and comply with FAR 117, it F 21.8.1
is important to keep the Dispatcher and maintenance informed of any
issues that may affect the flight or the aircraft's ability to be turned
around in a timely manner.
• if the flight is delayed on the ground, keep the Dispatcher
informed with ETO reports in ACARS
• notify maintenance of any write-ups as soon as possible,
especially if the write-up concerns pilot crew rest facilities
Crew Rest Facilities Crew rest facilities are for operating pilots only, however, pilots F 21.5.1
deadheading in uniform on a scheduled rotation may use a Class 1
crew rest facility with the Captain’s approval.
All aircraft limitations must be strictly observed.
Due to egress training requirements, only pilots qualified on the B767
may occupy Class 1 crew rest facilities.
Crew Rest Facilities On the 767ER, the temperature control system inside the pilot and GS
flight attendant crew rest facilities serves only as a heater. Gaspers
are the best source of cool air.
Crew Rest Facilities The Low Airflow alert in both the pilot and flight attendant lower crew SP 1.14
rest compartment may sound momentarily during power transfers or
power down. It may also sound if both packs or recirc fans are not
operating.
If the alert sounds, press the Low Airflow Alert Reset switch to reset
the system. If the alert continues, evacuate the facility.
Crew Rest Policy On augmented crews, the primary concern is the alertness of the F 21.6.1
landing pilot.
Crew Rest Seat Blocking On flights on the 757ER that require a crew rest seat, the seat next to F 21.5.2
the crew rest seat will be the last seat filled in the Delta One cabin.
The seat in front of the pilot crew rest seat will be the next-to-last
seat filled.
On flights on the B767ER that require a pilot crew rest seat, the seat
behind the pilot crew rest seat will be the last seat filled in the Delta
One cabin.
The Captain will be informed as to whether a customer has been
assigned those seats.
Non-revs may be assigned those seats in accordance with this policy.
Crewmember Incapacitation A pilot will be presumed incapacitated after failing to respond to two F 2.3.02
verbal communications or to one verbal communication associated
with a significant deviation from the intended flight path.
Once declared incapacitated, a pilot will be denied access to any
aircraft controls for the remainder of the flight.
During augmented operations, an emergency declaration may or may F 2.3.03
not be required depending on which crewmember is incapacitated.
If a flight attendant becomes incapacitated, treat the situation as if a
passenger has become incapacitated.
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February 12, 2018
Critical Controls During an inflight non-normal, verbal confirmation is required before Q NNCI 1.7
moving any of the following critical controls:
• an engine thrust lever
• an engine fuel control switch
• an engine, APU or cargo fire switch
• a generator drive disconnect switch
• a flight control switch
This does not apply to the Dual Engine Failure checklist. (Do not
delay the Dual Engine Failure memory items and checklist in order
to take advantage of high RPM and improve the chances of a
successful restart.)
Critical Terrain GPS aircraft are not required to monitor raw data. MT 1.01
If the airplane does not have GPS or if the GPS is inoperative, one
pilot must manually tune NAVAIDS to confirm the proper inbound
or outbound track prior to operating below the Grid MORA at an
airport in a mountainous area. After confirmation, both pilots may
return to FMS map mode. If, however, the airport is an SAQ airport,
one pilot must continually monitor raw data while below the Grid
MORA if possible.
Critical Terrain If situational awareness is lost at any time at an altitude below the MT 1.02
MOCA, Grid MORA or MSA, immediately climb to clear the
highest obstacle in that sector.
Critical Terrain In the lower 48 United States and Hawaii, all aircraft are able to MT 1.02
rapidly descend to FL180, confirm their position using ATC vectors
and/or enroute charts to determine how to descend to 10,000' MSL
within the time limitations of the passenger oxygen supply.
Crossing a Runway Illuminate all exterior lights, except do not illuminate landing lights NP 12.10
and strobe lights if they will adversely affect the vision of other
pilots.
Crosswind Landings Sideslip only (zero crab) landings are not recommended with SP 16.20
crosswind components in excess of 25 knots to ensure adequate
ground clearance (wingtips, engines) and adequate control margin.
Cruise Clearance A cruise clearance is a clearance along a published airway that OS 6.02
provides a transition to the approach environment. Descent may be
initiated at the pilot’s discretion to the applicable minimum IFR
altitude along the assigned route of flight. The flight is also cleared
for any instrument approach unless restricted by ATC. (You will
probably get a cruise clearance approaching Palau.)
Customer Armed The Flight Leader will inform cabin crewmembers, FAMs, LEOs and F 11.3.11
FFDOs of the seat locations of all armed customers.
If there is a crew change and the armed official is continuing, leave the
Law Enforcement Gate Pass in the logbook to alert the next crew.
Customer Baggage Pilots are not authorized to retrieve customer checked baggage (white F 11.4.3
tag) from the ramp or cargo bins. Pilots are authorized to retrieve
pink tagged items such as car seat, strollers and wheelchairs.
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February 12, 2018
Customer Misconduct Serious customer misconduct is defined as: F 11.5.2
• injuring a crewmember or customer
• subjecting a crewmember or customer to a credible threat of
injury
• abusive language toward a crewmember or customer
• interfering with a crewmember’s duties
• refusing to comply with Federal regulations
Before pushback, any customer in the terminal or on the aircraft F 11.5.3
endangering the safety of customers or crew, interfering with the
performance of any crewmember’s duties, appearing intoxicated or
unruly, or demonstrating other types of serious misconduct will not
be permitted to travel on the flight. Prior to removing a customer, the
Captain will convene the Security Conflict Team.
Customer Removal The Captain is responsible for making the final decision regarding the F 11.5.6
carriage of any customer.
Customers whose physical or mental condition or conduct will not
jeopardize the safety of the aircraft or its occupants, including the
customer himself, should be allowed to travel. Delta does not deny
boarding to a customer based on race, color, national origin, religion,
sex, ancestry or disability. Any questions regarding the acceptability
of a customer will be referred to the Captain, whose decision is final.
Customers that should not be boarded or, if boarded, should be
removed and not allowed to travel:
• any customer who is, or appears to be, intoxicated or under the
influence of drugs or alcohol
• any unticketed person who has boarded the aircraft illegally
• any customer who does not have a boarding pass
• any through customer who has not been cleared by an agent
• any customer who has not been cleared by security
• any customer whose behavior may present a threat to other
customers
• any customer who refuses to submit to a search of their person or
property for explosives, concealed weapons or dangerous objects
• any customer who is unruly, obnoxious, or disorderly
• any customer who is not fully clothed (e.g. no footwear, no shirt)
• any customer who refuses to produce positive identification
Customer Removal The Captain will convene the Security Conflict Team and coordinate F 11.5.6
with the gate agent prior to the removal of any customer.
Customer Standing If notified that a customer has left his seat during ground movement, F 11.3.12
stop the aircraft when it is safe to do so.
Customer Suspicions Use the flowchart in FOM Chapter 11 to evaluate suspicious F 11.5.5
customers.
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February 12, 2018
Customer Unaccompanied On domestic flights, baggage may travel unaccompanied provided a F 11.4.2
Checked Baggage TSA-approved screening method or a provision of Delta’s security
program has been applied.
On international flights, a positive passenger bag match will be
accomplished, however baggage from customers involuntarily
denied boarding (e.g. space, weight, mechanical, weather) may
remain on the aircraft. Baggage of customers removed from the
flight or denied boarding for other reasons (e.g. abusive, medical,
diversion, return to gate event) should be removed.
If an item of unaccompanied checked baggage presents a security F 11.4.3
concern, the Captain will convene the Security Conflict Team (SCT)
to determine if it represents a threat.
The Captain has final authority on whether to remove checked
baggage due to security concerns. However, he must base his
decision on information assembled by the SCT.
CVR and FDR The cockpit voice recorder (CVR) and digital flight data recorder F 28.3.1
(DFDR) may not be disabled in flight for any reason.
DA, DH and AH Decision Altitude (DA) is determined by reference to the barometric T 5.017
altimeter.
Decision Height (DH) is determined by reference to the radio
altimeter.
Alert Height (AH) is used for fail-operational CAT III operations.
Radio altimeters are set to alert height to assist in monitoring
autoland status.
Dangerous Goods Do not load radioactive material in the aft or bulk bin of the 767 due to F 12.12.1
the below-deck crew rest facility.
Dangerous Goods Spare lithium ion and lithium metal batteries of any size are prohibited F 12.13.3
in a passenger's checked baggage. (Including the spare battery for
the EFB.)
Dangerous Goods Drill Codes are intended as supplemental guidance and do not replace F 12.14.2
the appropriate non-normal checklist. Drill Codes are listed on the
NOTOC and the corresponding guidance is in FOM Chapter 12.
For emergencies involving DGs, forwarding the Dispatcher’s phone F 12.14.5
number on the flight plan or NOTOC to ATC can provide ARFF at
the landing airfield with details regarding DGs on board.
Dangerous Goods Pilots must carefully check the NOTOC for Warnings and Cautions F 12.3.1
when it is delivered to the flight deck. If a load error is discovered, it
must be resolved with the load agent. If unable to resolve an error,
reject the shipment.
Dangerous Goods In the rare event a NOTAC is added to a flight which already has a F 12.4.1
NOTOC, the loading crew and flight crew will not have the benefit
of automated Warnings and Cautions.
Dangerous Goods Do not load dry ice in the aft or bulk compartment on the 767 due to F 12.9.2
the flight attendant crew rest facility.
Dry ice is prohibited in all compartments on the 767T.
Data Link Lost If out of VHF range, consider that SATCOM may be unavailable and Q 5.07
CPDLC/ADS-C and ACARS may be inop.
Notify ATC if SATCOM cannot be restored. A descent below FL350
and HF position reports may be required.
Dave Collett 62
February 12, 2018
Departure Normally fly the Distant/ICAO NADP 2 takeoff profile. (This is our OS 2.01
normal takeoff.) Fly the Close-In/ICAO NADP 1 takeoff profile
when directed by a Flight Plan Remark, Company Page, airport
briefing page or departure procedure.
In all cases (all engines or engine out), once a safe maneuvering
airspeed is reached and above the appropriate minimum altitude
(MVA, MSA, etc.) pilots may initiate or accept a routing other than
the departure procedure.
Do not turn below 400 feet AFE unless specified in the published
departure procedure or specifically cleared by ATC.
Some engine-out procedures require a turn at a specified distance and
may therefore require a turn below 400 feet AFE.
Departure Priorities OS 2.02
All Engines 1. Company Page all-engines departure procedure
2. ATC clearance
3. IFR or Obstacle DP
4. Depart on course
Engine-Out 1. Company Page engine-out departure procedure

2. ATC clearance
3. As desired, e.g. runway heading, remain VFR and return for landing
only if terrain clearance can be assured, etc.
Missed Approach/Rejected A missed approach is a go-around initiated at or before the MAP and
Landing Priorities at or above the MDA/DA.
A rejected landing is a go-around initiated after the MAP or below the
MDA/DA
All Engines In IMC or when terrain clearance cannot be assured visually:

1. Company Page all-engine missed approach/rejected landing table
2. ATC clearance
Engine-Out In IMC or when terrain clearance cannot be assured visually:

1. Company Page engine-out missed approach/rejected landing table
2. ATC clearance
3. As desired, e.g. straight out missed approach or runway heading,
etc.
LAHSO The published procedure or as directed by ATC. OS 2.05

Departure Restrictions In US airspace, if ATC clears you to climb to an altitude on a SID all GS
intermediate altitude restrictions are cancelled and you may climb
unrestricted. In ICAO airspace, the opposite is true. You must
comply with the intermediate climb restrictions unless the controller
specifically cancels them. If in doubt, query the controller.
Deplaning A pilot should stand at the deplaning door to thank our customers. F 10.3.3
Pilots should not deplane until all customers have departed the aircraft,
unless an early departure is necessary for operational reasons or
customer assistance.
Descend or Climb Via If given a clearance to “descend via” or “climb via,” set the T 1.50
lowest/highest altitude on the procedure in the MCP window.
Dave Collett 63
February 12, 2018
Descent In VNAV PATH, thrust and speedbrakes control airspeed and the GS
airplane controls pitch to maintain the calculated path, but in VNAV
SPD pitch controls airspeed based on whatever power setting is set
and any calculated path is ignored.
If ATC issues a speed reduction while established on a VNAV PATH
descent, do not use speed intervention or you may miss an assigned
airspeed or altitude crossing restriction. That’s because speed
intervention causes the airplane to transition from VNAV PATH to
VNAV SPD. The airplane will most likely depart the path and
crossing restrictions on the path will be ignored as the airplane uses
pitch to maintain the speed in the speed window. To be accurate, the
airplane will not descend below an altitude at a fix loaded in the
FMS, but could very easily be high at a hard altitude and/or fast at a
speed restriction. To avoid this problem, keep the airplane in VNAV
PATH. If ATC issues a speed reduction during descent, load the new
airspeed into the Descent page in the FMS. After the FMS completes
its calculations, the orange airspeed bug on the airspeed indicator
will move to the new airspeed and you can then use speedbrakes to
slow the airplane to that airspeed.
Descent The FCTM recommends that, in general terms, when an early descent GS
from cruise is required, DES NOW should be used when inside
50 nm and a cruise descent should be used when outside 50 nm, but
there are times that can get you into trouble:
• Mach-to-IAS restrictions (e.g. maintain cruise Mach in the
descent until 280 knots) are loaded into the Descent page so if
you make a cruise descent they will be ignored. Use DES NOW
instead so they will be honored.
• A cruise descent will delete any altitude and airspeed restrictions
above the new cruise altitude. For example, if you make a cruise
descent from FL350 to FL250, any altitude and airspeed
restrictions above FL250 at a waypoint on the route will be
deleted and the airplane will make a normal cruise descent to
FL250, possibly resulting in an altitude or airspeed bust. Using
DES NOW instead will honor those restrictions.
When descending on an arrival procedure, therefore, DES NOW is
the best option for speed and altitude management
Descent Speed Intervention may cause a loss of VNAV PATH during descent, SP 4.03
resulting in a violation of a crossing restriction altitude.
Descent “Descend via” is an abbreviated ATC clearance that requires T 4.21
compliance with the procedure’s lateral and vertical paths, and
associated speed and altitude restrictions, as published. The bottom
altitude on a STAR or STAR runway transition is the lowest
published or ATC assigned altitude. ATC may issue a “descend via”
clearance without a runway assignment, which authorizes pilots to
navigate laterally and vertically to the end of the common route.
Pilots shall respond to “descend via” clearances by repeating the
clearance verbatim. (Say “descend via.”) When changing
frequencies, or on initial contact, advise ATC of current altitude,
“descending via” procedure name, and runway transitions if
assigned. If assigned an altitude or speed that is not contained on the
STAR, advise ATC of restrictions assigned by the prior controller.
If vectored off of a STAR, ATC must provide a new altitude and
heading. All restrictions are canceled, including any speed
assignments unless ATC provides another speed assignment.
Dave Collett 64
February 12, 2018
Descent In ICAO airspace, when an arriving aircraft on a STAR is cleared to T 4.23
descend to a level lower than the level or the level(s) specified in a
STAR, the aircraft shall follow the published vertical profile of a
STAR, unless such restrictions are explicitly canceled by ATC.
Published minimum levels based on terrain clearance shall always be
applied.
In US airspace, when ATC issues an amended altitude without
specifying the point at which the restriction begins, ends, or changes
the charted restrictions (e.g., using the word “except”), it thereby
cancels altitude restrictions contained in the STAR but not any
published speed restriction.
Descent During a cruise descent, the airplane will fly a 1,250 fpm descent in T 4.27
VNAV SPD to the new cruise altitude. The FMS will calculate a
new Top of Descent point for the new cruise altitude.
If DES NOW is used for descent instead, the airplane will fly a 1,250
fpm descent until it reaches the calculated idle descent path at which
time it will intercept and maintain the path using VNAV PATH.
If an early descent to the destination is required and more than 50 nm
from the Top of Descent, use a cruise descent. Monitor the descent
to make sure you reach the new cruise altitude prior to the new Top
of Descent point.
If an early descent is required within 50 nm of the Top of Descent T 4.28
point, use DES NOW instead. The airplane will fly a 1,250 fpm
descent until it intercepts the calculated descent path and then use
VNAV PATH to maintain the path and comply with altitude
restrictions. Do not use a cruise descent if within 50 nm of the
original Top of Descent point because if the calculated path is
reached during the descent the airplane will ignore it and simply
maintain a 1,250 fpm descent and may therefore miss crossing
restrictions and/or become high on the descent path.
Descent Anomaly If the FMS calculated Top of Descent point is beyond a fix with an AT FB 18-01
or ABOVE altitude restriction, the FMS will create a false Top of
Descent point and place it on top of the fix with the altitude
restriction. If that fix is the active waypoint and DES NOW is
executed prior to that fix, the airplane will remain in level flight and
the autothrottles will reduce power resulting in low airspeed. To
correct the anomaly, execute DES NOW and then immediately select
SPD Intervention. The airplane will begin a descent. When at least
400 feet below the path (full football deflection), close the speed
window to arm VNAV PATH. When VNAV PATH reengages, the
airplane will descend on the path at the correct airspeed.
Descent Planning For manual descent planning, use 3 nm per 1,000 feet of altitude loss T 4.24
at ECON speed and with no wind.
Descent Planning Plan to be 40 miles from the airport at 10,000' AFE and 250 kts. T 4.29
Descent Planning Using engine anti-ice increases descent distance. T 4.31
Dave Collett 65
February 12, 2018
Destination Weather F 14.1.04
Basic Dispatch The destination airport must have weather reports, forecasts or a
combination of both, which indicate conditions will be at or above
the authorized minimums at the ETA. If there is no applicable IFR
approach, they must indicate a ceiling and visibility which permits a
descent from the MEA in visual conditions.
For destinations where ceiling is the controlling factor, weather
reports, forecasts, or a combination of both must be greater than or
equal to the HAA/HAT at the ETA. Approaches with visibility-only
minimums do not consider ceiling conditions.
Exemption 3585 Under certain conditions, Exemption 3585 allows dispatch with F 14.1.05
Domestic Only conditional phrases like “Tempo” and “Prob40” in the forecast for
the destination and/or first alternate. A second alternate is required
when this exemption is used.
Extended Overwater A flight may be dispatched for extended overwater operations to a

destination with weather forecasted below landing minimums
provided the filed alternate airport meets alternate weather criteria.
Destination Weather F 14.3.16
International Dispatch For a flight to be dispatched, weather reports and/or forecasts must
indicate that conditions will be:
• at or above the authorized landing minimums at the estimated
time of arrival at any airport to which the flight is dispatched, or
• at or above the authorized alternate minimums at the estimated
time of arrival for any required destination alternate airports
This applies to all Flag operations.
Dispatch for MEL Purposes Dispatch for MEL/CDL purposes is defined as the advancement of the F 28.3.2
thrust levers for the purpose of taking off (i.e. the takeoff event).
If the takeoff is aborted for any reason, the MEL/CDL applies.
Ditching Configuration The proper ditching configuration is: Q 0.01
• Gnd Prox Gear and Terrain switches Override
• packs off
• outflow valve closed (Manual, then Descend)
• Seat Belt signs on
• autobrakes off
• speedbrakes down (not armed)
• gear up
• flaps 30
• Emergency Lights on
• maintain Vref 30 to touchdown
• maintain 130 knots minimum for the RAT if both engines are not
operating (A higher airspeed may be required to avoid a stall if
the flaps are up or if the airplane is heavy.)
• take the ELT when evacuating
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February 12, 2018
Diversion If a decision is made to land at an airport other than the filed F 15.1.1
destination or an alternate listed on the FDR, the Captain must
either:
• contact the Dispatcher for an amended release or
• use his emergency authority
If unable to contact the Dispatcher, select an airport using the
following priority:
• online airport
• offline airport
• military airfield
• public non-commercial airport
Diversion The Captain and Dispatcher determine airport suitability based on all F 15.1.1
factors relevant to the situation. (Contact the Dispatcher!)
Use ATC as a substitute for the Dispatcher only in an emergency.
Diversion When selecting a diversion airport while airborne, the weather must be F 15.1.2
at or above normal approach weather minimums. Dispatch alternate
weather minimums do not apply.
Diversion Be sure to change the Destination on Route page 1 to the new GS
destination so arrivals and approaches will be displayed on the FMS.
“Two in, two out, two w’s.” Notify flight attendants and passengers,
contact ATC and Flight Control, check weather and landing weight.
Document Verification Verify the correct flight number, ship number, release number and F 14.2.01
date on all documents.
Doors Do not operate the entry and cargo doors with winds at the door of II
more than 40 knots. Do not keep a door open when wind gusts are
more than 65 knots. Strong winds can cause damage to the structure
of the airplane.
Doors Escape slides and powered door opening disarm automatically when SP 1.03
doors are opened from outside the aircraft.
Duct Leak (767) Flight longer than 6 hours with a Duct Leak light illuminated may Q 2.03
result in structural damage.
E&E Compartment (767) Inflight access to accessible E&E compartments is prohibited without F 28.3.1
approval from the Flight Operations SOF via the Duty Pilot unless
an inflight emergency dictates.
The Captain may authorize E&E entry without prior approval if
needed during a time-critical, inflight emergency which may affect
safety of flight.
To ensure safety, maintain communications and visual contact with a F 28.3.2
pilot in the E&E compartment.
Early Departure Local operations may permit a flight to depart up to five minutes early F 14.6.3
without contacting the OCC. Requests for earlier departures must be
coordinated with the Dispatcher.
EFB Backup Battery Do not place the backup battery in checked luggage. F 16.1.6
EFB Battery Conserve battery power as much as possible. During extended cruise, NP 20.70
consider shutting down an EFB to preserve battery life, however all
EFBs may not be off simultaneously. Maintain at least one EFB in
sleep mode or on to provide ready access to data.
EFB Cockpit Charging Pilots may charge or power the EFB and the backup battery on the F 16.1.5
flight deck using approved and placarded outlets only. Use of other
outlets is prohibited.
Dave Collett 67
February 12, 2018
EFB Flight Deck Use From initiation of the Preflight Checklist until completion of the F 16.1.2
Shutdown/Secure Checklist, the EFB should be in Airplane mode
and may not be:
• connected to cellular networks unless an operational need exists
• connected to customer GoGo
The EFB may be connected to the GoGo Secure Crew Channel Wi-Fi
network (F999A) for use with approved applications.
The use of Wi-Fi on the flight deck for purposes other than approved
applications is prohibited.
All EFBs may not be off simultaneously. Maintain at least one EFB in
the sleep mode or on mode to provide ready access to data when
operational needs dictate.
EFB Mounts Verify three EFB mounts are on board prior to departure. NP 20.03
EFB or PED Overheat or Fire Do not cover the device or use ice to cool the device. Ice or other Q 8.15
materials insulate the device, increasing the likelihood that
additional battery cells will reach thermal runaway.
EFB Overheat Do not place the EFB in direct sunlight on the glare shield. SP 1.09
EICAS Messages Cancel EICAS messages after completing the appropriate non-normal GS
checklist so you’ll notice if something new pops up.
EICAS Messages Consequential EICAS alert messages may appear as a result of a Q NNCI 1.8
primary failure condition (e.g. Rudder Ratio as a result of a
hydraulic system failure) or as a result of doing a checklist (e.g. Pack
Off as a result of doing the Smoke, Fire or Fumes checklist).
Complete the non-normal checklists for consequential EICAS alert
messages unless “Do not accomplish the following checklists” is
included in the primary checklist.
EICAS Status Messages After dispatch (thrust levers advanced for takeoff), there is no NP 10.07
requirement to check status messages because any message
concerning the safe continuation of the flight will appear as an
EICAS alert message (warning, caution or advisory). On some 757s,
however, the only indication of fuel filter bypass will be a status
message, so look at them anyway.
EICAS Status Messages Check status messages after shutdown and record in the logbook. Do NP 20.87
not attempt to erase these messages.
EICAS Status Messages Attempt to erase all status messages that appear prior to dispatch. If a SP 15.01
status message cannot be erased, contact maintenance.
Do not erase status messages that appear after dispatch. Inform
maintenance and record in the logbook.
To erase status messages, accomplish the following on the auxiliary SP 15.02
panel:
1. Press the ECS/MSG switch
2. Press the AUTO EVENT READ switch
3. Press and hold the ERASE switch for 3 seconds
Electronic Equipment All 757s and 767s have GPS installed. Differences
All 757s and 767s have Pegasus 2009 installed in the FMS.
Dave Collett 68
February 12, 2018
Electronic Equipment The following electronic equipment is installed: II
• 1 ADF (two on the 767ER)
• 2 Air Data Computers (ADC) on 757-200 and 767
• 3 Air Data/Inertial Reference Units (ADIRU) on 757-300
• 3 Autopilots
• 2 DMEs
• 2 EICAS Computers
• 3 Flight Control Computers (FCC)
• 2 Flight Management Computers (FMC)
• 2 GPSs (if installed)
• 3 ILSs
• 3 Inertial Reference Units (IRU) on 757-200 and 767
• 1 Marker Beacon Receiver
• 2 Multi-Purpose Control Display Units (MCDU)
• 3 Radio Altimeters
• 3 Symbol Generators
• 1 Thrust Management Computer (TMC)
• 2 Transponders
• 2 VORs
Emergencies in the Simulator Always declare an emergency in the simulator even if you might not in GS
the real world. It can’t hurt and the evaluators expect it.
Emergency Airport The Captain and Dispatcher determine airport suitability based on all F 15.1.1
factors relevant to the situation. The airport of choice should provide
the highest level of safety available. In the simplest terms, the most
suitable airport is closest in time with an appropriate runway. Factors
to consider are:
• time to alternate and aircraft performance
• weather conditions and terrain
• instrument approach facilities
• number, length and condition of runways
• pilot familiarity
• NOTAMS and facilities
This is not the same definition as an ETOPS suitable airport.
Emergency Airport The flight may proceed to an airport other than the nearest suitable if F 17.8.3
the Captain and Dispatcher determine such action to be safe. Factors
to consider include:
• the nature of the malfunction
• possible mechanical difficulties if flight continues
• the availability of the engine for later use
• the aircraft’s altitude, weight, and usable fuel
• weather conditions and terrain (enroute/destination)
• air traffic congestion
• pilot airport familiarity
• flight attendant/customer response to the event.
Emergency Airport Situations that would require landing at the nearest suitable airport Q NNCI 1.3
include, but are not limited to:
• when stated in the checklist
• fire or smoke which continues
• only one AC power source remains (engine or APU generator)
• only one hydraulic system remains
• as determined by the flight crew
Dave Collett 69
February 12, 2018
Emergency Authority In an emergency situation requiring immediate action, the Captain F 17.2.1
make take any action necessary. He may deviate from prescribed
procedures, methods, weather minimums and Federal Aviation
Regulations to the extent required in the interest of safety. ATC
clearance is not required prior to taking action; however, for safety
and priority handling it is essential that ATC be advised of the pilot’s
intentions as soon as possible.
Emergency Briefing The Captain should brief the Flight Leader on the following (TTSR): F 17.3.1
T – type of emergency
T – time to prepare cabin
S – special instructions (signal to brace/evacuate, usable exits, etc.)
R – repeat the information back to the Captain
Emergency Communications Notify: F 17.3.1
• flight attendants
• customers “Two In, Two Out”
• ATC
• Flight Control (local Delta Ops for a ground emergency)
Emergency Declaration If an emergency is declared during flight operations, the Captain must F 17.2.1
submit an ASR within 24 hours of returning to base.
Emergency Definition An emergency is a non-normal event which creates a potential hazard F 17.1.1
to the aircraft, customers or crew. The urgency or need for priority
handling and assistance are additional considerations when defining
an emergency.
Emergency Landing Accomplish the following in preparation for an emergency landing: F 17.5.1
• if circumstances permit, the Captain will notify the Dispatcher of
the time, place and reason for the intended landing
• direct the flight attendants to take appropriate precautions for the
customers
• loosen ties and remove sharp objects
• notify the tower and fire department of the location and type of
any dangerous goods
• for an overweight landing, refer to the QRH and the FOM
• if a forced landing appears imminent and the aircraft is below
1,000 feet AGL, announce “Brace for landing” over the PA
Delta does not recommend foaming runways for emergency landings
and civilian airports in the US and US territories no longer foam
runways anyway.
Emergency Landing There is a checklist in the QRH for emergency landings. Q 0.27
Emergency Lights Emergency lights must be armed for taxi, takeoff and landing. They do NP 12.11
not need to be armed during passenger boarding or deplaning.
Emergency Signal Three distinct soundings of the flight attendant call system. Repeat as F 17.3.1
necessary.
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February 12, 2018
Emergency Types Do not use the terms Red or Yellow Emergency with ATC. They are F 17.2.2
for Company use only.
A Red Emergency means that the Captain anticipates:

• the landing may cause injury to the passengers and/or damage to
the aircraft
• an emergency evacuation is probable
• airport rescue and firefighting equipment is required
When the Captain declares a Red Emergency, the flight attendants:

• will prepare the cabin for an emergency landing/ditching and
evacuation
• will instruct the passengers to brace for landing
• will anticipate an evacuation after landing
A Yellow Emergency means that the Captain anticipates:

• the landing will be successful and will not cause injury to the
passengers and/or damage to the aircraft
• an emergency evacuation is not anticipated or the evacuation
decision will be made after landing
• airport rescue and firefighting equipment may be required
When the Captain declares a Yellow Emergency, the flight attendants:

• will not anticipate an evacuation after landing
• will be prepared for dynamic circumstances which may require
an evacuation after landing
A Medical Emergency exists when STAT-MD and the Captain

determine that a medical event is critical and requires an expedited
landing or diversion.
Engine Compressor Surge or If an engine compressor surge or stall occurs during ground operations F 17.8.1
Stall or if a takeoff is rejected due to a compressor surge or stall, a
maintenance inspection is required prior to flight.
Engine Condition Report If necessary, complete for flights over one hour once every three SP 7.06
hours.
Turn the autothrottles off and allow the engines to stabilize 3-5
minutes before taking the snapshot. Be sure to turn the autothrottles
back on when you’re done.
Follow the instructions in SP 7.
Engine Crossbleed Start The APU must be shut down or the APU bleed switch must be Off. SP 7.03
The area behind the airplane should be considered, but crossbleed
thrust is usually less than breakaway thrust for single-engine taxi.
Advance the operating engine to approximately 70% N2.
Engine Exceedance If an engine exceedance occurs on takeoff after thrust is set and the T 8.12
takeoff is continued, do not retard the thrust lever in an attempt to
control the exceedance because it invalidates takeoff performance.
Wait until at least 400' AGL and airspeed is acceptable before
retarding the thrust lever and accomplishing any required checklist.
Engine Failure (Dual Engine) If the engines are not operating, maintain a minimum of 130 KIAS for Q 7.02
flight controls. (130 KIAS is to power the RAT. A higher airspeed
may be required if the flaps are up or if the airplane is heavy.)
Normally fly between 200 and 250 knots, depending on the airplane. Q 7.03
Refer to the Dual Engine Failure checklist in the QRH for the correct
airspeed for each airplane.
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February 12, 2018
Engine Failure (Dual Engine) Do not delay. Accomplish the Dual Engine Failure memory items and T 8.08
establish the appropriate airspeed immediately to take advantage of
high engine RPM and improve the chances of a successful restart.
Attempt a windmill restart using memory procedures before starting T 8.09
the APU. If a windmill restart is not successful, start the APU as
soon as practical to provide power for subsequent start attempts.
Do not confuse the establishment of APU power with the
reestablishment of engine generator power and advance the thrust
levers prematurely.
Engine Failure on Final If an engine fails on final approach after landing flaps are selected, a T 5.105
Approach landing may be made with Flaps 25/30. It is usually preferable,
however, to accelerate to 15 knots above the Vref 25/30 bug speed,
retract the flaps to 20 and continue the approach at Flaps 20.
If an engine fails after selecting landing flaps and a go-around is
required, follow normal go-around procedures and retract flaps
to 20.
If an engine fails and the flaps are retracted to 20 and then a go-around
is required, follow single-engine go-around procedures and retract
flaps to 5.
Engine Failure on Go-Around If an engine fails during a two-engine go-around, perform the normal T 5.113
two-engine go-around procedures. Set maximum go-around thrust,
maintain Flaps 20 and Vref 30 + wind corrections until initial
maneuvering is complete and a safe altitude is reached.
Engine Failure on Takeoff The chances of an engine failing exactly at V1 like we practice in the GS
simulator are very remote. An engine may fail on takeoff but most
likely it will fail before V1 requiring an abort or after V1 during
rotation or initial climb.
Engine Failure on Takeoff Asymmetric thrust as a result of an engine failure at low speeds on T 3.56
takeoff may result in loss of directional control due to lack of rudder
effectiveness. Failure to promptly reduce thrust on the operating
engine may result in a runway excursion.
Engine Failure vs Engine Fire on The checklist for engine failure is normally accomplished after the T 8.07
Takeoff flaps have been retracted and conditions permit.
In the case of an engine fire, when the aircraft is under control, the
gear has been retracted, and a safe altitude has been attained (400'
AGL minimum), complete the memory items. Due to asymmetric
thrust considerations, the PF retards the affected thrust lever after the
PM confirms the PF has identified the correct engine.
Engine Failure, Surge or Stall If an engine fails, is shutdown, is being operated at reduced thrust due F 17.8.1
to a malfunction, or experiences a stall or surge and climb or cruise
power cannot be reestablished, land at the nearest suitable airport
where a safe landing can be made.
If an engine surges or stalls and climb or cruise power can be re-
established, do not initiate an ocean crossing and coordinate with the
Dispatcher for the best course of action.
Engine Fuel Leak An increase in fuel imbalance of approximately 1,000 pounds or more Q 12.07
in 30 minutes should be considered an engine fuel leak.
Other indications of an engine fuel leak include: Q 12.15
• visual observation of fuel spray from strut or engine
• excessive engine fuel flow
• total fuel quantity decreasing at an abnormal rate
• FUEL CONFIG or LOW FUEL message on EICAS
• Fuel Disagree, Fuel Qty Error or Insufficient Fuel message on
the MCDU scratchpad
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February 12, 2018
Engine Ground Pneumatic Start Duct pressure should be 30 psi or greater. SP 7.03
It takes two huffer carts or one “super huffer” to start an engine when
APU bleed air is not available.
Engine Ignition on Preflight Position the Ignition Selector to 1 for the Captain’s leg and 2 for the NP 20.25
Check First Officer’s leg. Select Single for GE FADEC engines.
Engine Indications There are no non-normal checklists for the loss of an engine indication Q NNCI 1.3
or automatic display of the secondary engine indications. Continue
normal engine operation unless an EICAS message displays or a
limit is exceeded.
Engine Inflight Start Do not attempt an inflight restart unless a greater emergency exists. Q 7.19
Engine Limit or Surge or Stall Accomplish the Engine Limit or Surge or Stall memory items and Q 7.06
checklist if:
• engine indications are abnormal
• engine indications are rapidly approaching or exceeding limits
• abnormal engine noises are heard, possibly with airframe
vibration
• there is no response to thrust lever movement or the response is
abnormal
• flames in the engine inlet or exhaust are reported
Engine N2 Overspeed (757) On some 757s, if N2 overspeeds to 105%, the engine will roll back to GS
85% N2 and be uncontrollable. On these airplanes, the throttle will
no longer control the engine and the engine will remain at 85% N2
until shut down. On some 757s with a more advanced fuel control
unit, however, throttle control of the engine may be regained after
the roll back. There is no way to tell what kind of fuel control unit is
installed.
Engine Oil Pressure On P&W engines (all 757s, some 767s), do not advance thrust beyond SP 16.04
that required for taxi until oil temperature reaches 50°C.
Engine Out Driftdown For flight planning: F 14.2.18
• the aircraft must be able to clear all terrain along the intended
route by at least 1,000 feet with a positive climb gradient
• if unable, the aircraft must be able to clear all terrain from the
engine failure point to the specified legal alternate by at least
2,000 feet
Engine Out Rudder Trim In flight, correct rudder input approximately centers the control wheel. T 3.57
Engine Overheat There is a checklist in the QRH for Engine Overheat. Do not confuse a Q 8.26
simple engine overheat with an Engine Fire or with an Engine Limit,
Surge or Stall condition.
Engine Shutdown Turn the respective Engine Bleed Air switch off and ensure the Bleed NP 20.84
Off light is illuminated prior to engine shutdown. (Failure to do so
will probably cause a bleed valve problem.)
Engine Shutdown Checklists directing an engine shutdown must be evaluated by the Q NNCI 1.3
Captain to determine whether an actual shutdown or operation at
reduced thrust is the safest course of action. Consideration must be
given to the probable effects of running the engine at reduced thrust.
Dave Collett 73
February 12, 2018
Engine Shutdown When an engine shutdown is needed inflight, the PF disconnects the T 8.10
autothrottles. The PF then verbally coordinates confirmation of the
affected engine with the PM and then slowly retards the thrust lever
of the engine that will be shut down.
Coordinate activation of the fuel control switch as follows:
• PM places a hand on and verbally identifies the fuel control
switch for the engine that will be shut down
• PF verbally confirms that the PM has identified the correct fuel
control switch
• PM moves the fuel control switch to cutoff
If the checklist requires activation of the engine fire switch, coordinate
as follows:
• PM places a hand on and verbally identifies the engine fire
switch for the engine that is shutdown
• PF verbally confirms that the PM has identified the correct
engine fire switch
• PM pulls the engine fire switch
Engine Start NP 20.52
Start selector to GND Verify oil pressure rise and N2 rotation.
Fuel Control to Run At 25% N2 or max motoring with:
• 757 - 18% N2 minimum (magenta radial)
• 767 - 15% N2 minimum (magenta radial)
Verify the Spar Valve disagreement light illuminates and then
extinguishes.
Verify EGT increases and stays below the EGT limit.
Re-engagement of the starter with N2 in excess of 20% will result in
serious damage to the starter and engine.
Stable Start The engine is stabilized at idle after the red EGT start limit line
disappears, the starting EGT peaks, and N2 reaches 60% or greater
which enables full EEC authority.
Aborted Start Accomplish the Aborted Engine Start memory item and refer to the
QRH for one or more of the following conditions:
• oil pressure does not rise after selecting GND
• fuel flow is abnormally high or fluctuating
• EGT fails to rise within 20 seconds of selecting RUN
• EGT rises rapidly or approaches the limit
• N1 fails to increase after EGT rise
• EGT quickly nears or exceeds the start limit
• oil pressure indication is not normal by the time the engine is
stabilized at idle
Engine Start To prevent an uncommanded APU shutdown when turning the packs NP 20.52
off prior to engine start, close the APU bleed valve, wait for the
Valve light to extinguish, and then turn the packs off. When the Pack
Off lights illuminate, open the APU bleed valve and start the
engine(s).
Engine Start Verify the SPAR Valve disagreement light momentarily illuminates NP 20.53
and then extinguishes when moving the Fuel Control switch to Run
during engine start. If it does not illuminate, make a logbook entry
and contact maintenance.
Dave Collett 74
February 12, 2018
Engine Start Advancing the engine start lever to idle prematurely can cause a hot T 2.03
start.
Keep a hand on the engine start lever while observing RPM, EGT and
fuel flow until stabilized.
If fuel is shutoff inadvertently (by closing the engine start lever) do not
reopen the engine start lever in an attempt to restart the engine.
Failure of the Engine Start switch to hold in GRD until starter cutout
rpm is reached can result in a hot start.
Engine Start If planning to single-engine taxi: T 2.03
757 – normally start the left engine first to minimize PTU hydraulic
pump noise in the cabin.
767 – normally start the right engine first to ensure both the engine-
driven and electric hydraulic pumps are available to pressurize the
normal brake system. This also allows the rampers to access the bulk
bin to load late bags.
Engine Start The engine is stabilized at idle when the red max start EGT limit line T 2.03
disappears, starting EGT peaks, and N2 is 60% or greater. If 60% N2
is not achieved, the engine may experience an extended hung start
and/or an EGT exceedance, and the engine may not respond to thrust
lever movement.
Engine Start (757) For ground starting, the EGT limit is 545°C at 0 seconds and T 2.03
decreasing linearly to 485°C at 30 seconds. The red tick mark on the
EGT display is set at 485°C and above that temperature the EGT
display will turn red. This does not require an engine shut down and
simply alerts the crew that the temperature is approaching the 545°C
limit and to make note of the time. Only shut down the engine if it
appears the 545°C limit will be reached or exceeded. If the EGT
passes 485°C but does not exceed 545°C, engine shut down is not
required. Make a logbook entry and contact MCC prior to dispatch
for further guidance.
Engine Start (767) Do not lower the flaps until the engine is stabilized in idle. Flap T 2.04
extension causes the Air Demand Pump to operate, which reduces
airflow to the engine starter and may cause a hung start or a hot start.
Engine Starter Duty Cycle The engine starter duty cycle is continuous for 5 minutes and then cool Limitations
for 30 seconds per minute of operation.
Engine Stator (757) On the 757, the L or R ENG STATOR EICAS messages indicates the Q 7.29
EEC is unable to control the stator vane actuator. Any thrust lever
movement or changes to anti-ice, air conditioning pack, or recirc fan
configuration may cause engine flameout.
Engine Tailpipe Fire Complete the Engine Tailpipe Fire checklist only if a fire is reported Q 8.08
on the ground and there is no engine fire warning. If an engine fire
warning is present, complete the Engine Fire or Severe Damage or
Separation memory items and checklist.
Engine Tailpipe Fire Motoring is the primary means of extinguishing the fire. T 8.07
The engine fire checklist is not appropriate because the fire
extinguishing agent is not effective against a fire inside the tailpipe.
Engine Warm Up and Cool Warm Up: 5 minutes desired, 3 minutes minimum NP 20.64
Down Times Cool Down: 3 minutes or gate arrival, whichever comes first NP 20.84
Dave Collett 75
February 12, 2018
Engine-Out Driftdown The flight plan engine-out performance will differ from onboard FMC F 14.2.17
data:
• the flight plan assumes the ETP-predicted weight with no
driftdown, immediate flight at EO altitude at the predefined
airspeed, 1.1% climb capability, and engine and wing anti-ice on
• the FMC on most aircraft assumes current weight with driftdown
to EO altitude at an optimum or selected EO airspeed, no climb
capability, and engine and wing anti-ice off
Equipment Overheat An equipment overheat is indicated by an EQPT OVHT EICAS (757) Q 2.14
or a FWD EQPT COOLING (767) EICAS message that remains
illuminated.
On 767s and most 757s:
• avionics on Standby Busses are reliable for 90 minutes (includes
standby flight instruments). Continued flight beyond 90 minutes
can result in loss of essential avionics and electrical equipment.
• avionics not on Standby Busses are subject to imminent failure
(includes EFIS displays)
On some 757s, non-essential avionics and electrical equipment are
subject to imminent failure but cooling is still provided to essential
avionics and electrical equipment with no time limit.
Equipment Requirements Different theaters have different communications equipment CM 1.03
requirements in addition to the MEL. Refer to the ATC & Flight
Control Communications chapter of the Airway Manual for a chart
of dispatch and inflight communications equipment requirements.
Equipment Requirements Some theaters and some airports in North America have special MEL
equipment requirements in addition to the MEL. Check Theater Theater
Restrictions on the EFB tablet before dispatch. Restrictions
Equipment Requirements Equipment required to fly ILS approaches, RNAV approaches and to Q NNOI 0.1
operate RNAV Enroute is listed on charts in the back of the QRH.
These are airborne requirements, not dispatch requirements.
Equipment Valve Light (767) An equipment cooling valve is not in the commanded position. Q 2.28
If the light remains on 30 seconds after selecting STBY, the airplane
may not pressurize. Do not take off.
ETA Changes ATC must be notified without request when an ETA given is in error CM 3.04
by 3 minutes or more (not required in the U.S. when in radar contact
or with an ADS-C connection).
ETA Changes Aircraft with an active ADS-C connection are not required to provide CM 3.19
any ETA updates unless requested by ATC.
ETOPS Any flight where the planned route places the aircraft more than 60 NAV 3.01
minutes from an adequate airport in still air with one engine out.
ETOPS Adequate Airport An airport that meets FAA safety requirements. NAV 3.05
ETOPS Suitable Airport An adequate airport with weather reports and/or forecasts indicating
weather conditions are suitable for an engine-out approach (CAT I)
and at or above alternate minimums for dispatch during the in-flight
phase of operation. NOTAMS must also indicate a safe landing can
be made during the time of intended operation.
ETOPS ETP An Equal Time Point (ETP) is a point on the route of flight where the NAV 4.01
flight time, considering wind, to each of two selected airports is
equal. All ETOPS flights require ETPs.
Designate an ETP on any flight where the planned route places the
aircraft more than 60 minutes from an adequate airport in still air
with an engine out.
Dave Collett 76
February 12, 2018
ETOPS ETP Fuel It’s possible that Min Fuel for Takeoff will not provide the required GS
fuel at the ETP. Check by inserting the ETP point in the route of
flight (do not execute) and note the fuel remaining. Compare to the
required ETP fuel and then erase the point.
Check fuel for the redispatch point the same way.
ETOPS ETP Fuel Fuel reserves at ETP must cover a critical fuel contingency assuming NAV 4.02
the following worst case scenario:
• pressurization loss in addition to or independent of an engine
shutdown
• engine and wing anti-ice on, plus ice accumulation on
unprotected surfaces (an additional 18%)
• loss of pressurization with descent and cruise at 10,000 feet at the
approved one-engine inoperative cruise speed
• APU operating
• five percent fuel reserve to allow for errors in wind forecast
• five percent fuel added for weather avoidance (180 ETOPS only)
• MEL/CDL penalties
• holding fuel (approximately 15 minutes at 1,500 ft. above the
alternate airport)
• fuel for approach and missed approach and subsequent approach
and landing
ETP diversion fuel is not an enroute requirement. Since the original
dispatch represents a conservative plan, it is permissible to have
actual fuel remaining at ETP less than the value listed. When actual
fuel remaining is less than flight planned, contact Flight Control for
revised time and burn data.
Evacuation F 17.6.2
Customer Initiated Upon being notified that an unwarranted customer initiated evacuation
has started, the Captain should:
• configure the aircraft for evacuation, if possible (engines)
• make a PA advising passengers the evacuation is not necessary
and to remain in their seats
Evacuation F 17.6.2
Flight Attendant Initiated In a life threatening situation (fire, smoke or structural damage) and
once the aircraft has come to a complete and final stop, flight
attendants have the authority to initiate evacuation without
instructions from the flight deck.
Evacuation or Ditching T 8.15
Captain For both ground evacuation and ditching, proceed to the forward cabin
area and assist as needed. Exit from the rear of the airplane after all
passengers are off if possible.
First Officer For a ground evacuation, proceed to the forward door area and ensure
forward exits are open. Exit from the forward exit and assist from
outside the aircraft.
For a ditching, take the ELT. Ensure forward exits are open. Exit from
a forward exit and board raft.
Relief Pilot (if installed) Open the cockpit door. Stow loose items.
If ground evacuation, proceed to the forward door area, ensure exits
are open, exit from a forward exit and assist from outside the
aircraft.
If ditching, duties depend on the airplane. Refer to the FCTM.
Dave Collett 77
February 12, 2018
Event Record To help improve pneumatic system reliability, press the Event Record NP 20.73
button after the descent is established and when the thrust levers are
at or near idle.
Extended Ground Time Extended ground time is defined as an aircraft remaining at the gate F 4.1.03
greater than two hours from block-in to block-out time. Pilots may
request the next planned pushback time from local operations or
Flight Control via ACARS.
If the aircraft will have an extended ground time:
• run the Secure checklist and leave the Logo lights on
• shut down the APU upon departing the aircraft
• leave a dark aircraft if no ground power is available
At some international stations the cost of ground power and air is more
expensive than running the APU. Refer to Airport Remarks on the
flight plan for guidance and, if published, that guidance takes
precedence over Company Pages. Notify the Dispatcher via ACARS
about ground service equipment limitations that are not reported on
the flight paperwork.
Fast/Slow Indicator The Fast/Slow indicator on the ADI is anticipatory. Use it as a trend GS
indicator for setting power instead of waiting for the airspeed to
respond. It works especially well on single-engine approaches.
Final Approach Segment OS 4.18
Non-Precision Starts at the FAF or the FAP
• FAF – Maltese Cross
• FAP – on course inbound (“5-5-½ alive”)
Precision Starts at the Precision Final Approach Fix (PFAF) or FAP (ICAO),
which is established on the localizer with the glideslope centered at
the published glideslope intercept altitude. When ATC directs a
lower-than-published glideslope intercept altitude, it is the resultant
actual point of glideslope intercept. If more than one glideslope
intercept altitude is published, the point closest to the threshold is the
PFAF.
RNAV RNAV (GPS) with LNAV only: starts at the Maltese Cross
RNAV (GPS) with VNAV: starts where the level flight path intersects
the RNP glide path overlaid by the sloped/angled flight track
representing the final approach segment
RNAV (RNP): starts at the location where the level flight path
intersects the RNP glide path representing the final approach
segment. This point is labeled “GP Intcpt” on approach charts.
Fire at the Gate For cabin smoke or fire at the gate, do not reference the Smoke, Fire or GS
Fumes checklist since it is designed for smoke or fire in flight and is
of limited use on the ground. Declare an emergency with ATC or
Ramp Tower and refer to the Evacuation checklist. Be aware the
normal passenger loading door (1L or 2L) is the safest exit. Warn
rampers around the airplane that slides may deploy.
Fire Extinguishers II
Halon All fires, but primarily on electrical, fuel and grease fires.
Water Fabric, paper and wood fires. Primary for laptop or PED fire.
Fire Extinguishers If a fire extinguisher is discharged on the flight deck, wear oxygen II
masks set to 100% oxygen with Emergency selected.
Dave Collett 78
February 12, 2018
Fire Fighting Remove power source from electrical fires as soon as possible. II
Avoid discharging fire extinguishers directly on people due to possible
suffocating effects. (A weapon against terrorists.)
Do not discharge too close to a fire as it may scatter the fire.
Stay away from the fuel source.
Avoid breathing vapors, fumes and heated smoke as much as possible.
Fire Switches II
Engine Silences the fire bell
Arms both fire bottles
Closes engine and spar fuel valves (6 items)
Closes the bleed valve
Trips the generator
Shuts off fluid to the engine-driven hydraulic pump
APU Silences the fire bell (and the nose gear horn if on the ground)
Arms the APU fire bottle(s)
Shuts down the APU (backs up automatic shutdown if on the ground
with both engines shut down)
Closes the APU fuel valve (6 items)
Trips the APU generator
Closes the APU bleed valve
Forward Cargo Arms all cargo fire extinguisher bottles

Arms the compartment extinguisher valve
Turns off both recirc fans
Aft Cargo Arms all cargo fire extinguisher bottles

Arms the compartment extinguisher valve
Turns off the right recirc fan (757) or both recirc fans (767)
Inhibits high flow from both packs (767 only)
Fire Testing The engine and APU fire detectors are continuously monitored for II
faults and tested automatically whenever power is first applied or
transferred from one source to another, and may also be tested
manually with the test switch.
The cargo compartment smoke detectors are tested only when power is
first applied or transferred from one source to another or when tested
manually with the test switch.
The wheel well fire detection system is not monitored and is tested
only when the test switch is pressed. (Which is why fire testing is
required on the first flight of the day.)
Fire Testing Engine, APU and Cargo – 19 lights and a bell SP 8.01
Wheel well – 5 lights and a bell SP 8.02
First Flight of the Day The First Flight of the Day checks need only be accomplished prior to NP 20.01
the first departure of the calendar day as noted in the logbook
Flap Extension After the Captain calls “Salute received, set Flaps __,” the First FB 17-06
Officer will selected flaps as directed and call “Flap lever __.”
Flap Extension After wave off and prior to taxi, the Captain will call "Salute received, NP 20.56
Flaps __" and the First Officer will set the appropriate flap setting. If
the WDR is not available, set Flaps 5. (It may or may not be changed
after the WDR arrives.)
Flap Extension Since the flaps extend more slowly when using the alternate system, it T 8.20
is recommended to delay setting the new command speed until the
flaps reach the selected position.
Flap Movement Do not move the flaps on the ground without appropriate clearance NP 20.32
from ground personnel. (Or until after wave off.)
Dave Collett 79
February 12, 2018
Flap Retraction During flap retraction, select the next flap position when reaching the T 3.39
maneuver speed for the existing flap position.
For example, after takeoff, wait until the flaps actually reach Flaps 1
and the airspeed is Vref 30 + 60 before calling for Flaps Up.
Flap Retraction Schedule After flaps have reached position and with the aircraft accelerating: T 3.39
• select Flaps 5 at Vref 30 + 20 on a Flaps 15 or 20 takeoff
• select Flaps 1 at Vref 30 + 40
• select Flaps Up at Vref 30 + 60
Flap Extension Schedule Call for flap extension to the next flap setting prior to slowing below T 5.10
the maneuvering speed for the existing flap position.
As the aircraft decelerates:
• select Flaps 15 or 20 at Vref 30 + 40
• select Flaps 25 or 30 at Vref 30 + 20
Flap Schedule Flap retraction and extension schedules provide speeds that are close T 1.29
to minimum drag and in a climb are close to maximum angle of
climb speed.
Flaps 25 Landing When operational considerations allow, crews are encouraged to use T 5.008
flaps 25 for final approach and landing. Landing with flaps 25 has a
minimal effect on final approach speed, landing distance, and body
attitude at touchdown. Using flaps 25 for final approach and landing
reduces fuel burn when compared to flaps 30.
Use normal reverse thrust. Higher reverse thrust will negate fuel T 5.009
savings and increase engine wear.
Flaps 25 Landing If Flaps 30 approach speed, including wind additives, is within 10 T 6.38
knots of Flaps 30 placard speed, use Flaps 25 and Flaps 25 approach
speed, including wind additives, for landing.
Flight Attendant Languages Language of Destination (LOD) qualified flight attendants are F 10.2.5
considered part of the flight attendant minimum crew.
In-Flight Service Representatives (IFSRs) provide language services
and are qualified flight attendants, but are not considered part of the
flight attendant minimum crew.
Neither LOD nor IFSR flight attendants are required on international
flights.
Flight Attendant Removal If it becomes necessary to remove a flight attendant from the crew for F 10.2.5
any reason, contact the Dispatcher for coordination with the
In-Flight Service Manager and the Duty Pilot.
If the decision to remove is made outside the US, convene the Security
Conflict Team to include the In-Flight Service Manager.
Flight Attendant Staffing F 10.2.4
757-200 4 for boarding, 2 for through flights
757-300, 767ER & 767G 5 for boarding, 2 for through flights
767 6 for boarding, 3 for through flights
Flight Attendant Staffing Delta policy requires all flight attendants to remain on board during F 10.2.5
deplaning until all passengers have deplaned unless performing a
duty authorized by the On-Board Manual.
Flight Deck Access Press the ENT key. SP 1.04
Enter the access code in the keypad. SP 1.06
Press the ENT key.
Dave Collett 80
February 12, 2018
Flight Deck Door II
Lock Fail Light Indicates failure of the door locking mechanism. Door is not
electronically locked.
Auto Unlk Light Indicates access code has been entered and door will unlock in 30-60
seconds unless Deny is selected.
Deny Switch Cancels keypad entry request and starts a 5 minute keypad lockout
period to deny flight deck access. Hold for one second.
Flight Director On the ground, when the flight director is turned on it should SP 4.01
command wings level, 8° nose up and the flight mode annunciations
should be TO, TO, FD.
Flight Director Guidance On takeoff the flight director commands V2 + 15 knots or liftoff II
speed + 15 knots, whichever is higher. If the current airspeed
remains above the target speed for 5 seconds, the target speed resets
to the current airspeed up to a maximum of V2 + 25 knots. If the
MCP airspeed is manually increased, the flight director will
command the increased airspeed.
On go-around, the autothrottles provide a climb of at least 2,000 fpm
and the flight director commands a climb at current airspeed or MCP
airspeed, whichever is higher. If the airspeed increases above the
initial target speed and remains there for 5 seconds, the target speed
resets to the current airspeed up to a maximum of MCP speed plus
25 knots. If the initial go-around speed was above MCP speed plus
25 knots, that speed is maintained.
On takeoff, the flight director commands the ground track at time of
lift off.
On go-around, the flight director commands the ground track at time
of go-around engagement.
Flight Dispatch Release An amendment to the FDR is required for: F 14.1.11
Amendments • ship change or equipment change
• speed or cost index change
• fuel flow factor change
• Dispatcher-approved MEL additions and deletions
• CDL additions and deletions
• route changes in excess of 100 nm from planned route
• takeoff or destination alternate additions or deletions
• return to the departure airport
• return to the gate if the conditions of the original FDR change as
a result of the return to the gate
• significant payload changes
• fuel overfills in excess of:
§ 1,000 pounds for a narrow body or
§ 1,500 pounds for a wide body
• min fuel for takeoff changes
• fuel underfills in excess of 800 pounds below flight plan block
fuel. WDR is inhibited until the FDR is amended.
• any other appropriate circumstances
Fuel underfills in excess of 800 lbs. below flight plan block fuel
require Dispatcher action.
Flight Level Change Flight Level Change uses a two-minute rule (125 seconds) to prevent GS
the autothrottles from using full climb or idle power for small
altitude changes. There is no need to use Vertical Speed for small
altitude changes.
Flight Level Change Flight Level Change has logic to allow shallow climbs and descents T 1.48
for small altitude changes. There is no need to use Vertical Speed for
passenger comfort.
Dave Collett 81
February 12, 2018
Flight Watch Communications between the airplane and the Company must be CM 4.01
possible at all times to comply with FAR flight watch requirements.
Whenever the engines are running, the flight crew shall maintain flight
watch requirements by:
• ensuring ACARS is operating properly (NO COMM not
displayed) or
• using SATCOM or
• selecting the proper VHF/HF frequency with a successful
SELCAL check or
• selecting the proper VHF/HF frequency and maintaining a
listening watch
Flights Without Flight Secure the cabin (carts, galleys, overhead bins, closets, lavs, etc.) and SP 1.01
Attendants arm at least the 1L and 1R doors.
Disarm the doors after block-in and signal the agent when it is safe to
open the main entry door.
FMC Max Altitude When at or near the FMC maximum altitude, it is possible for LNAV T 4.09
inputs (e.g. bank angles) to exceed the capability of the airplane,
leading to loss of altitude or airspeed.
Turbulence at or near the maximum altitude can momentarily increase
the airplane’s angle of attack and activate the stick shaker.
FMC Reset An FMC Reset must be performed after a track change to enable wind SP 5.056
data for the new position fixes.
FMC Reset INIT RQ can only be used once per release number to start the data SP 5.073
uplink process. A new release number unlocks the limit and will
allow another uplink of the needed data.
If it becomes necessary to re-request current release number uplinks,
perform an FMC RESET by sending the phrase FMC RESET in the
text block of the MISC RPT page (use 00 in the Code box) on
ACARS 501 or use the FMC RESET button on the INIT DATA SP 5.043
page on ACARS 601. After a successful FMC Reset, the necessary SP 5.074
data can be requested individually from the request prompt on the
appropriate page. (The INIT RQ prompt won't work after an FMC
Reset because it can only be used once per flight segment.)
FMS Alternate Page The ALTN page shows four alternate airports listed in order of ETA. GS
The airports are either automatically selected by the FMS or may be
manually entered, such as ETOPS alternates or filed alternates. Be
aware that since the order of the airports on the ALTN page is only
updated when crossing an active waypoint, the closest alternate may
not always be at the top of the page although the time and fuel data
for each alternate is always correct.
Dave Collett 82
February 12, 2018
FMS Altitudes Maximum Altitude is the highest altitude at which the aircraft can be T 4.08
operated. It is the lowest of maximum certified altitude, thrust
limited altitude (altitude at which there is sufficient thrust to
maintain a specified minimum rate of climb) and buffet or maneuver
limited altitude (altitude at which a specific maneuver margin exists
prior to buffet onset).
Optimum Altitude is determined based on aircraft gross weight and T 4.09
cruise speed in still air. When operating in ECON mode, optimum
altitude results in minimum trip cost based on the entered cost index.
However, when operation is based on manually entered speed or
selected LRC speed, optimum altitude is based on minimum fuel
burn. Optimum altitude does not consider the effects of temperature T 4.10
deviations from standard or sensed or forecast winds at altitude.
Recommended Altitude accounts for forecast winds and temperatures
along the flight plan route, over the next 250-500 nm immediately in
front of the airplane, above and below the entered cruise altitude.
When operating in the ECON mode, recommended altitude is based
on minimum trip cost associated with the entered cost index.
However, when operation is based on manually entered speed or
selected LRC speed, recommended altitude is based on minimum
fuel burn. To provide a usable and accurate recommended altitude,
the FMC requires accurate forecast winds at multiple altitudes above
and below cruise altitude. Winds can be entered manually or they
may be uplinked.
FMS Altitudes It may be advantageous to request an altitude above Optimum if T 4.11
altitude changes are difficult to obtain on the route. This minimizes
the possibility of being held at a low altitude and high fuel
consumption condition for long periods of time.
FMS Anomaly Occasionally, the active waypoint in the FMS will sequence FB 16-04
prematurely resulting in an uncommanded turn off course with
LNAV engaged. To limit incorrect waypoint sequencing:
• avoid executing a lateral offset when approaching an active
waypoint
• avoid entering a vertical or lateral flight plan change when
approaching an active waypoint
• avoid executing at Direct To with Abeam points selected when
approaching an active waypoint
If an uncommanded turn occurs when using LNAV, use HDG Select
to follow the correct course and then proceed Direct To the correct
waypoint and reengage LNAV.
FMS Anomaly Do not execute an offset for SLOP until past the oceanic entry point GS
and the waypoints in the FMS have properly sequenced. There is a
known anomaly in Pegasus 2009 where if an offset is executed close
to a waypoint but prior to waypoint passage, there is a possibility the
FMS will delete the following waypoint. The airplane will then
proceed to the wrong waypoint and make incorrect position reports
to ATC and Company. Wait until after waypoint passage and the
FMS settles down before slopping. It is also highly recommended to
use LNAV instead of Heading Select for offsetting to avoid
overshooting the offset course.
Dave Collett 83
February 12, 2018
FMS Anomaly Sometimes the FMS will not go directly to the fix you selected. If GS
there is a fix with a step climb on the route between the aircraft’s
present position and the desired fix, the FMS may go to the step
climb fix first and then to the desired fix, which could lead to a
violation. Always check the FMS routing after executing a route
change.
FMS Anomaly When the last waypoint of an arrival is coded with an “AT” altitude GS
restriction and that waypoint is also the first waypoint of an
approach transition coded with an “AT or ABOVE” altitude
restriction, the “AT” constraint will be automatically replaced with
the “AT or ABOVE” constraint, possibly causing an altitude bust on
the arrival. Be alert for this anomaly and make sure the FMS agrees
with the clearance before pressing the EXEC button.
FMS Approach Mode The FMS transitions to “on approach” mode for any of the following II
conditions:
• an approach procedure selected from the Arrivals page becomes
the active procedure in Route 1 or Route 2
• the destination is less than 12 nm away and the active leg is not
part of a procedure
• the missed approach point or last waypoint on the approach
procedure is the active waypoint and is less than 25 nm away
• flaps are extended after VNAV is engaged in descent mode
Once the FMC is in “on approach” mode:
• the MCP speed window can be opened and VNAV will remain in
VNAV PATH
• the MCP altitude can be set above the airplane’s altitude for the
missed approach. If the altitude is set at least 300 feet above the
airplane’s current altitude, VNAV will continue the descent.
• VNAV will follow the descent in VNAV PATH unless the
airspeed increases to within 5 knots of the flap placard speed or
the airplane rises more than 150 feet above the path. In that case,
VNAV will change to VNAV SPD.
FMS Changes Do not execute an FMS change when approaching a fix with an GS
altitude restriction because the FMS will change from VNAV PATH
to VNAV SPEED while it recalculates the vertical path. VNAV
SPEED will not take you below a crossing restriction, but without
VNAV PATH you may miss an At-or-Below restriction. In some
cases, the horizontal path will disappear during the recalculation too.
The best practice is to wait until after the fix to execute any FMS
changes.
FMS Database Do not assume the first NAVAID listed in the FMS is the correct one. NAV 1.10
(Remember the Cali accident.)
FMS Database On preflight, verify the current database is active based on the local NP 20.16
date of departure. (There is no special time of day for changeover.)
FMS Fuel Factor Compare the fuel factor on the flight plan to the fuel factor in the FMS NP 20.16
and update if necessary. To update, type “ARM” in the scratchpad
and line select over the existing fuel factor. Then type a forward
slash followed by the new fuel factor in the scratchpad, including a
negative sign if necessary, and line select over the fuel factor in the
FMS.
FMS Loading On data link capable aircraft, do not initialize ACARS until ready to NP 20.15
upload and accept the flight plan and other associated data.
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February 12, 2018
FMS Loading Prior to FMS loading using data uplink, “DATA LINK READY” must NP 20.16
be displayed on the FMC COMM page.
All data link action prompts can be accessed via the FMC COMM
page.
FMS Loading When VHF data link is not available, ensure the IRSs are aligned and NP 20.16
in NAV mode before selecting INIT REQ on ACARS. This provides
the SATCOM system with present position which enables data link
and FMC loading via SATCOM.
FMS Loading The INIT RQ key can only be used once per flight segment (once per NP 20.17
release number) to start the data link process. After an FMC Reset,
route, winds and performance data must be requested individually
from the request prompt on the appropriate page.
If automatic uplinks are not received within 2 minutes of ACARS
initialization or if an amended flight plan requires new data or if it
becomes necessary to reload the current flight plan data, refer to
FMC Data Link Reset procedures in SP5.
FMS Loading If RTE 1 is not activated before the ETP data for RTE 2 (if required) NP 20.18
arrives in about 5 minutes, the ETP data will overwrite RTE 1. To
avoid this, load, activate and execute RTE 1 upon receipt. If
overwrite occurs, refer to FMC Data Link Reset procedures.
FMS Loading The departure runway, SID, STAR and arrival runway must be loaded NP 20.18
manually.
If the flight number is not uplinked, enter it manually.
FMS Loading Uplinked wind data can only be loaded after the route is loaded, NP 20.18
activated and executed. Try to manually load the SID, STAR and
transition routes before loading and accepting the wind data so winds
will be added to the fixes on those routes.
FMS Loading ETP airport and waypoint data for RTE 2, if required, is sent NP 20.19
approximately 5 minutes after sending INIT RQ.
Do not activate RTE 2.
FMS Loading Enter present position using the most accurate latitude and longitude SP 11.42
information available (e.g. GPS, gate, parking spot or airport
coordinates.)
FMS MCDU Failure Do not enter Class II or MNPS airspace with only one MCDU on any GS
aircraft. Note that a failed MCDU is not the same as a failed FMC.
FMS MCDU Operations Before taxi, either the Captain or the First Officer may make MCDU NP 12.01
entries and the other pilot must verify.
Make MCDU entries before taxi or while stopped, if possible. If
entries are necessary during taxi, the First Officer will make the
entries and the Captain must verify.
In flight, MCDU entries will normally be made by the PF. When the
autopilot is off or in a high-workload environment, the PF should
direct the PM to make MCDU entries. Both pilots should verify
MCDU entries affecting lateral or vertical flight.
FMS Nav Database Crews should confirm the correct Nav Database is installed. The Op SP 11.30
Program should end in “C10” and Nav Data should begin with
“DL6.” Occasionally, the wrong database is installed and important
airports are missing.
FMS Position Shift Do not enter a POS SHIFT or RWY/POS in the FMS. It may inhibit GS
the runway update function.
FMS Preflight Entries In all cases, both pilots must confirm FMS preflight entries. NP 20.14
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February 12, 2018
FMS Step Climbs Set the Step Size to 1000 or 2000 as appropriate for the airspace when NP 20.17
wind data will be uploaded via data link.
Do not enter flight plan step climb or descent altitudes on the LEGS
pages when selecting 1000 or 2000 in the Step Size field.
Never leave the Step Size set to ICAO.
FMS Step Climbs When wind data is uploaded via data link or if forecast winds for SP 11.43
higher and lower altitudes will be manually entered, set Step Size to
1000 or 2000 as appropriate for airspace.
For non-data link aircraft, a Step Size of 0 may be used for flight plan
comparisons on shorter legs.
FMS Time Calculations The FMS will calculate two different time estimates for the active GS
waypoint. The time shown on the HSI is based only on current
winds. The time shown on the MCDU is based on a mixture of
current winds and forecast winds loaded into the FMS. The mixture
depends on the distance to the active waypoint. If the waypoint is a
long way away, most of the time calculation will be based on
forecast winds. If the waypoint is close, most of the calculation will
be based on current winds.
FMS Waypoints Do not add extra waypoints to the active route when using ADS-C. CM 3.18
FMS Wind Extrapolation If an aircraft climbs above the highest loaded forecast wind, the FMS GS
uses the highest loaded forecast wind without extrapolation. For
example, if winds at FL350 are loaded and the aircraft climbs to
FL370, the FMS uses the winds at FL350.
If an aircraft descends below the lowest loaded forecast wind, the FMS
keeps the direction constant but extrapolates the speed uniformly to
zero at the surface. For example, if winds at FL350 are loaded and
the aircraft descends to FL330, the FMS will use winds from the
same direction but extrapolated to a lower speed.
FMS Wind Propagation The wind entry at a waypoint is propagated forward to all down track GS
waypoints until the next entry or the top of descent. Likewise, the
wind entry at a waypoint is propagated backward to the airplane’s
present position if no other entries have been made. This can cause
problems with FMC time calculations if not corrected. For example,
assume a flight intends to cross the Atlantic at FL330 and then step
to FL350 over Europe. The crew loads strong winds into the FMS at
FL330 for the crossing and light winds at FL350 for the journey
across the Continent. In this case, the light winds at FL350 will
propagate all the way back across the Atlantic. If the flight is cleared
to cross the ocean at FL350 instead of FL330, the FMS will be using
light winds for its calculations and the time estimates will be wrong.
The solution, of course, is to load the correct winds for the actual
flight level flown either manually or with the data uplink.
FMS Wind Updates Enroute and Descent winds will be automatically uplinked to data link SP 5.070
capable aircraft at 0430Z, 1030Z, 1630Z and 2230Z.
If less than 3 hours remain until landing, only the Descent winds will
be uplinked.
If winds are not received within 15 minutes of a new uplink time,
perform an FMC Reset and then send a manual request.
Dave Collett 86
February 12, 2018
Food Consumption Pilots will adhere to the following guidelines: F 3.6.4
• within six hours of flight, the Captain and First Officer will make
every effort not to eat identical meals prepared in the same
restaurant or kitchen
• in flight, the Captain and First Officer may eat the same meal
• crew meals should be staggered to ensure one pilot is always
monitoring the aircraft and maintaining vigilance
• pilots should not eat any food provided by customers
Fruit and Food Unless declared, fruit/food items are not permitted to be brought into F 6.7.2
the U.S.
Fuel Anomaly (767) On some 767 aircraft, the center tank fuel pumps occasionally may not SP 12.04
produce enough pressure to override the main tank fuel pumps
leading to simultaneous fuel consumption from the center tank and
the left and/or right main tank. There is no way to predict when this
will occur.
If this happens, do not turn off the center tank pumps because that may
trip the Universal Fault Interrupters and trap fuel in the center tank.
Leave the center tank pumps on until all fuel is burned from the
center tank.
If you notice the situation before the Fuel Config message appears,
accomplish the Fuel Balancing procedure in SP 12 while using all
center tank fuel first.
If you notice the situation after the Fuel Config message appears,
accomplish the Fuel Configuration checklist in the QRH while using
all center tank fuel first.
These procedures may result in extended flight with the main tanks
unbalanced until all center tank fuel is used.
Document each occurrence in the logbook.
Fuel Cap Requirements Only the 767ER requires fuel caps. (Because it has a fuel dump F 14.4.5
system.)
Fuel Config Light 1,800 pound fuel imbalance (757). II
2,000 ± 500 pound fuel imbalance (767).
1,200 lbs. or more in the center tank with center fuel pumps off.
2,200 lbs. or less in a main tank. (LOW FUEL message too.)
Fuel Crossfeed On aircraft with a single crossfeed switch, cycle the switch on then off NP 20.72
during the Descent check following an ETOPS flight. Record
abnormal operation in the logbook.
Fuel Documentation Do not pushback from the gate until obtaining: F 14.4.1
• a paper Fuel Service Record (FSR), or
• an EFSR delivered via ACARS, or
• a printed copy of the EFSR provided by the gate agent
One of these documents is always required even if the aircraft did not
require any fuel.
If fueling is complete, the D-8 Pre-Pushback message will say either
“EFSR” or “Paper FSR Required.”
If fueling is not complete, the D-8 Pre-Pushback message will say
“Fuel Closeout Pending – Do Not Pushback Without EFSR or Paper
EFSR.”
At EFSR stations, it is permissible to close the cabin door and pull the
jetway while waiting for the EFSR, but do not push back until you
have it. EFSR stations are noted on the Company Page.
Fuel Emergency In foreign airspace, ATC may not be familiar with the terminology F 17.7.2
“emergency fuel.” Use the term “Mayday” instead.
Dave Collett 87
February 12, 2018
Fuel Filter Bypass On some 757s, the only indication of an impending fuel filter bypass is II
a status message. There will not be an EICAS warning, caution or
advisory.
Fuel Gauge Inoperative A paper FSR is required any time fuel tank quantity must be verified F 14.4.7
using alternate means. The five alternate fueling methods are listed
in FOM Chapter 14.
Fuel Imbalance Check the pre-servicing fuel imbalance on the EFSR or FSR. If it F 14.4.6
exceeds 1,500 pounds, the fueler must contact a fueling or ramp
supervisor and the reason should be listed in the Remarks section of
the EFSR or FSR. If not listed, contact Load Control via the
Dispatcher prior to pushback. If the cause cannot be determined, the
fuel in all tanks must be validated with measuring sticks.
Fuel Imbalance The primary purpose of fuel balance limitations is for the structural T 8.25
life of the airframe and landing gear and not for controllability.
Fuel Jettison (767ER) The decision to dump fuel is an operational decision made by the F 2.3.04
Captain and may be time critical. If time permits, contact the
Dispatcher to review options prior to dumping fuel.
Fuel dumping considerations:
• notify ATC of initiation and termination
• dump fuel at 4,000' AGL or above, if possible
• do not dump fuel in a descending circular pattern
• the cabin should be pressurized if possible
Fuel Jettison (767ER) Fuel will jettison at approximately 1,300 ppm. II
There is no ground safety switch. Fuel will jettison on the ground if the
system is activated.
Fuel Jettison (767ER) Ensure adequate weather minimums exist at the airport of intended T 8.28
landing before dumping.
Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
Downwind drift of fuel may exceed 1 nm per 1,000 feet of drop.
Avoid jettisoning in a holding pattern with other aircraft below.
Fuel Minimums F 17.7.1
757 Minimum Fuel: 4,500 lbs.
Emergency Fuel: 3,500 lbs.
Final Approach Fuel: 300 lbs.
Go Around and Return: 2,500 lbs.
767 Minimum Fuel: 7,300 lbs.

Emergency Fuel: 5,300 lbs.
Final Approach Fuel: 500 lbs.
Go Around and Return: 3,000 lbs.
Final Approach Fuel Approximate fuel required to complete a normal approach from the
FAF.
Minimum Fuel Enough fuel to hold at 1,500' AFE for 30 minutes and then fly one
approach plus fuel tank gauge tolerance.
Emergency Fuel Enough fuel to initiate a missed approach at 200' AFE and then climb F 17.7.2
to 1,500' AFE, proceed downwind and fly another approach from a
point 10 miles from the end of the runway plus any fuel tank gauge
tolerance. Emergency fuel is approximately 30 minutes of fuel
remaining. Warning: Executing a missed approach with less than
emergency fuel could result in engine flameout.
Dave Collett 88
February 12, 2018
Fuel Pump Pressure Fuel pump pressure should be supplied to the engines at all times. SP 12.01
Thrust deterioration or engine flameout may occur at high altitude
without fuel pump pressure. (The engines may not suction feed at
high altitude.)
Fuel Quantity Indicators Fuel quantity sensors in the fuel tanks send independent signals to the GS
cockpit fuel gauges and to the wing fuel gauges so that if a cockpit
fuel quantity indicator is inop, the wing fuel quantity indicator may
still be accurate. Conversely, if a wing fuel quantity indicator is inop,
the cockpit fuel quantity indicator may still be accurate. Refer to the
MEL.
Fuel Required On the Preflight Procedure, if the actual fuel on board is less than NP 20.41
flight plan block fuel, ensure Min Fuel for Takeoff plus flight plan
taxi fuel is on board.
Fuel Requirements F 14.3.01
Domestic Do not take off unless there is enough fuel on board to:
• fly to and land at the destination and then
• fly to and land at the most distant alternate and then
• fly for 45 minutes at normal cruise consumption
Delta’s Ops Specs permit the use of domestic fuel reserves between
the US, Canada, Mexico, the Caribbean and Alaska. Flag fuel on
these legs would normally result in less required fuel than using
domestic rules.
Int'l Straight Release Do not take off unless there is enough fuel on board to:
• fly to and land at the airport to which released and then
• fly for a period of 10% of the total time from departure to the
airport to which released and then
• hold for 30 minutes at 1,500' AFE at the alternate or destination
if no alternate was required
An alternate is required regardless of conditions if the flight is over 6
hours.
Int’l Ops Specs B043 Ops Specs B043 requires the 10% reserve fuel to be calculated only
(10% of Class II) for that portion of the flight in Class II airspace for more than 59
minutes. An alternate is required regardless of conditions if the flight
is over 6 hours.
Do not takeoff unless there is enough fuel on board to:
• fly to and land at the destination and
• fly for 10% of the time in Class II airspace for more than 59
minutes and then
• fly for 45 minutes at normal cruise fuel consumption
Dave Collett 89
February 12, 2018
Int’l Ops Specs B044 Ops Specs B044 authorizes the Dispatcher to plan a flight to an
(Planned Redispatch) intermediate airport and then execute a redispatch flight plan from a
predefined redispatch point to the final destination.
Fuel savings are realized by allowing two independent 10% reserve
fuel calculations, one for each portion of the flight.
An alternate may not be required if a redispatch segment is under 6
hours.
Do not takeoff unless there is enough fuel on board to:
• fly from the departure airport to the intended destination and then
• fly for 10% of the total time required to fly from the planned
redispatch point to the intended destination airport and then
• fly to and land at the most distant alternate on the flight plan if an
alternate is required and then
• hold for 30 minutes at 1,500' AFE at the alternate or the
destination if no alternate was required
Air traffic control will be unaware that a flight that has been released F 14.3.05
on a planned redispatch flight plan. If it becomes necessary to land at
an intermediate airport, an ATC clearance to that airport must be
negotiated.
Fuel Service Record (FSR) The paper FSR must be signed by the fueler and pilots must check for F 14.4.4
the fueler’s signature.
Check the “Equals Difference” block. An actual difference greater
than allowable difference may indicate a truck or aircraft gauge
malfunction. Stick verification is required.
Fuel Tolerance Minor differences between the flight deck gauges/display and the FSR F 14.4.5
can occur due to APU fuel burn or nonstandard fuel density. The
FSR is legal if the fuel quantity gauges/display reflect the BLOCK
FUEL:
• +1,000/-800 pounds for narrow body aircraft
• +1,500/-800 pounds for wide body aircraft
If the fuel gauge value differs from the BLOCK FUEL plus or minus
the allowable tolerance:
• have the fuel load adjusted (defueling usually costs more than
carrying extra fuel), or
• contact Dispatch for a new/amended FDR.
Fuel Tolerances GS
Preflight Contact the Dispatcher if fuel on board (FOB) is different from block
fuel by more than:
• +1,000/-800 pounds for narrow body
• +1,500/-800 pounds for wide body
Pushback/Start Contact the Dispatcher anytime FOB is less than Min Fuel for Takeoff
plus flight plan taxi fuel.
Takeoff Do not take off and contact the Dispatcher if FOB is less than Min
Fuel for Takeoff.
Waypoint Passage Contact the Dispatcher if FOB is significantly less than PRMG.
Destination Desired fuel for touchdown at the destination is FMS Reserve Fuel
plus any tanker fuel.
Alternate Desired fuel for touchdown at an alternate is FAR Reserve Fuel or

Minimum Fuel, whichever is greater
Dave Collett 90
February 12, 2018
Fuel: Ballast Fuel Fuel loaded for ballast fuel, unusable fuel or for MEL/CDL F 14.2.13
requirements is not to be used except in an emergency.
Fuel: Captain Requested Captain requested fuel requires a release remark on the revised flight F 14.3.20
plan.
Fuel: FMS Reserve Fuel The FMS Reserve Fuel on the flight plan is the sum of: GS
• fuel to the alternate with the highest burn plus
• ballast/unusable fuel plus
• the greater of:
- minimum fuel (4,500 lbs. for 757 or 7,300 lbs. for 767) or
- FAR reserve fuel (45 min at cruise for domestic or 30 minutes
of holding at 1,500' AFE for international)
Fuel: Low Fuel Avoid high nose up attitude. Make thrust changes slowly and Q 12.21
smoothly. This reduces the possibility of uncovering fuel pumps.
Fuel: Min Fuel for Takeoff Min Fuel for Takeoff is the FAR-required fuel when thrust levers are F 14.2.13
advanced for takeoff.
Fuel: Min Fuel for Takeoff Check fuel quantity equal to or greater than Min Fuel for Takeoff just NP 20.65
prior to taking the departure runway.
Full Thrust Takeoff If a full thrust takeoff has not been recorded within a 60-day period, SP 7.09
the flight plan will contain an MEL item requiring one. Accomplish
a full thrust takeoff and document it with ACARS.
A logbook entry is required if an engine fails to attain full thrust.
Gear Down Normally, lower the landing gear at 2,000' AFE in order to be fully GS
configured for landing and on speed with the landing checklist
complete by 1,000' AFE.
General Declaration The General Declaration (Gen Dec) is used to clear inbound and F 6.7.1
outbound aircraft and crewmembers as required by the Customs,
Immigration, and Health Agencies of the host country. All working
crew, deadhead crew, and jumpseaters (if listed more than 75
minutes prior to flight) will be listed on the Gen Dec. Off-rotation
deadhead - beginning of rotation will not be listed.
For all international flights, an electronic copy of the Gen Dec is sent
from the departure station to the destination station. Some
destinations and some flights, as listed in the FOM Chapter 6, also
require a paper Gen Dec.
Generator Drive Light Indicates high oil temperature or low oil pressure in the integrated II
drive generator (IDG).
Generator Lights Generator OFF and DRIVE lights remain illuminated until the NP 20.24
respective engine is started.
Go-Around Following a missed approach, go-around, or rejected landing due to a F 4.2.2
mechanical issue or a configuration warning unable to be positively
resolved by the crew:
• make a logbook entry
• submit an ASR
• contact MCC via the Dispatcher
Go-Around If any pilot recognizes conditions outside the stabilized approach F 4.2.2
criteria, a go-around must be called. If any flight crewmember calls a
go-around, the call must be honored.
Dave Collett 91
February 12, 2018
Go-Around Altitude constraints in the FMS are not honored while in go-around GS
mode. If there is an altitude restriction associated with a missed
approach waypoint, the aircraft will ignore it and climb to the MCP
altitude instead. To avoid this, the MCP must be set to the constraint
altitude until passing the waypoint. Conditional waypoints (e.g. “at
2800 turn left direct ABC”) are honored during the go-around phase
however.
For example, the missed approach procedure could be something like
“climb to 1,000 feet until intercepting the 190° radial and then climb
to 3,000 feet.” In this case, you would set 1,000 feet in the MCP
window until intercepting the radial and then set 3,000 feet and
continue the climb. If you initially set 3,000 feet in the MCP
window, the airplane would ignore the 1,000-foot restriction and
climb directly to 3,000 feet, thus causing an altitude bust.
Go-Around Go-Around is armed when the flaps are extended (flap lever not up) on II
any approach or at glideslope capture on an ILS if glideslope capture
occurs first.
Go-Around Set the lowest initial level off altitude on the missed approach NOI 3.04
procedure.
Go-Around If a go-around from a visual approach is required, until receipt of NOI 3.24
controller instructions, climb straight ahead, or as terrain dictates, to
the standard pattern altitude of 1,500 feet AFE.
Go-Around If at any time during the approach it becomes evident that a go-around NP 20.79
could become likely, the Go-Around maneuver should be verbally
reviewed.
Go-Around When executing a published missed approach, the vertical portion may T 5.037
be initiated at, or prior to, minimums, but the lateral portion may not
be initiated until reaching the MAP.
Go-Around An automatic go-around cannot be initiated after touchdown or if the T 5.121
airplane is below five feet radio altitude for more than two seconds.
Go-Around When accomplishing a low altitude level off following an autopilot T 5.123
go-around at low gross weight, there may not be enough altitude to
complete the normal capture profile and an overshoot may occur
unless crew action is taken. (Disconnect the autopilot and fly the
level off manually.)
Heading Hold The flight director/autopilot rolls wings level and holds the heading SP 4.01
that exists at the time the wings become level.
Altitude Hold The flight director/autopilot will hold, or return to and hold, the II
altitude that existed when the switch was pressed.
Headsets and Boom Use of a headset and boom microphone is required from the start of F 10.3.3
Microphones the Pushback checklist through 18,000 feet and from 18,000 feet
until completion of the Shutdown checklist.
Headsets are strongly recommended in all phases of flight when
language barriers or accents may be an issue.
Personal headsets must be TSO compliant and may not be modified.
HF Data Link (757-300) HF Data Link is installed on some 757-300s. If installed on NP 20.34
non-SATCOM airplanes, use the left HF for data and the right HF
for voice.
HF Data Link (757-300) HF Data Link is disabled on the ground. SP 5.121
HF Data Link (757-300) HF Data Link procedures do not apply for aircraft with SATCOM SP 5.121
installed.
HF Emergency Frequency US Coast Guard: 4125 kHz Q 0.01
US Navy: 2182 kHz
HF Emergency Frequency Merchant ships may be contacted on 2182 kHz or 4125 kHz. Some T 8.05
ships can provide a homing signal on 410 kHz.
Dave Collett 92
February 12, 2018
HF Radio Check Do not operate the HF transmitter while fueling operations are in CM 6.01
progress. (Boom!)
An HF radio preflight check is not required if it can be determined the
HF radio was used on the previous leg and was not written up in the
logbook.
When a preflight check is required, if the coupler tone, side tone and
audio reception are heard, the HF radio is considered to be working
and the flight may proceed.
A SELCAL check is not a required component of the HF radio check.
You must obtain two-way HF radio communications before entering
areas requiring HF communications. A successful SELCAL check is
desired to preclude maintaining a listening watch.
HF Radios Do not operate the HF radios while fueling is in progress. SP 5.096
USB is preferable for HF communications. AM should be off.
Decreasing sensitivity too far prevents reception, including SELCAL
monitoring of the HF radio.
HF Radios To select a frequency below 3.000 on some HF radio panels an 8 or Vol II
9 in the “tenths” position must be selected before a 2 can be selected in
the “ones” position.
High and Low Pressure There are procedures in the Airway Manual Weather chapter for high WX 3.05
Operations pressures above 31.00 Hg.
Operations for aircraft unable to set the altimeter below 28.00 are not
authorized because the aircraft’s actual altitude is lower than the
indicated altitude.
Holding Configuration Maintain clean configuration if holding in icing conditions or T 4.32
turbulence.
Holding Fix The holding fix must be a route waypoint (on the Legs page) or the SP 11.18
present position to use the FMS for holding.
Holding Speed If holding speed is not available from the FMC, the following schedule T 4.33
may be used:
• flaps up maneuvering speed at low altitudes
• Vref 30 + 100 knots above FL250
Holding Speeds (US) OS 1.11
6,000' MSL and below 200 kts max
Above 6,000' to 14,000' MSL 230 kts max (210 kts max for some charted holding patterns)
Above 14,000' MSL 265 kts max
Holding Times
Above 14,000' MSL 1½ min
14,000' MSL and below 1 min
Standard Pattern Right turns OS 4.02

Max Teardrop Angle 30 degrees
Slow to Holding Speed Within 3 minutes of the holding fix. Do not slow early without ATC OS 4.01
approval, but cross the holding fix on speed.
Reporting Report time and altitude entering and report leaving. CM 3.03
No Holding Instructions Hold on the inbound course to the clearance limit fix using a standard OS 4.01
holding pattern (right turns).
After Departing Holding Resume normal speed unless otherwise instructed. OS 4.02
Dave Collett 93
February 12, 2018
Holding Technique Avoid public math! Unless cleared to hold at your present position or GS
at a published holding pattern already in the FMS, load the radial of
the holding pattern into the FMS instead of the course. Controllers
normally assign holding on a radial, so that immediately eliminates a
lot of confusion. Then compare the holding pattern in the FMS to the
assigned holding pattern and make any needed corrections. If for
some reason the quadrant is incorrect (e.g. you’re supposed to hold
west, but the FMS shows the holding pattern to the east), take the
course from the INBD CRS/DIR line and plug it into the radial line.
That should flip the holding pattern to make it correct and the FMS
will have done the math for you. Then add holding pattern
directions, lengths, times, EFCs, etc.
Horizontal Stab Index Marks For maintenance use only, if installed. GS
HOWGOZIT The pilot monitoring shall record ATA, actual fuel and time/fuel trend NAV 5.9
for each DAL POSN RPT waypoint. That means complete the
HOWGOZIT section of the flight plan for all flights, domestic and
international.
Human Organs Human organs are not considered dangerous goods and do not require F 12.12.1
a NOTOC if they have less than 2.5 kilograms of dry ice and do not
contain other dangerous goods.
Eye/cornea shipments must be transported in the cargo compartment.
On international flights, human organs must be loaded in the bulk
compartment or aft compartment if there is no bulk compartment.
Human organs may not be transported on the flight deck.
Some human organs are packed in a special module and may be
carried in the cabin.
In the event of a diversion, notify Flight Control and the arrival station
that there are time-critical human organs on board and ensure that
preparations are made to either store the organs or forward them to
their destination.
Hydraulic Pump Lights Left and right engine hydraulic pump PRESS lights remain NP 20.23
illuminated until the respective engine is started.
Hydraulic Systems Pressurize the right hydraulic system first and depressurize it last to NP 20.49
avoid transferring hydraulic fluid between systems. NP 20.84
On the 767, turn the center electric hydraulic pumps on before the
center air demand pump and turn the center air demand pump off
before the center electric pumps. This keeps the ADP from cycling
on and off momentarily which causes leaks. (That is, don’t turn the
ADP on by itself.)
ILS Approaches When using LNAV to intercept the final approach course, LNAV NP 20.77
might parallel the localizer without capturing it. The airplane can
then descend on the glide slope with the localizer not captured.
ILS False Glideslope An incorrect final approach fix crossing altitude indicates a possible T 5.016
false glideslope capture or an incorrect altimeter setting. Deviations
from the VNAV path or from the normal pitch attitude and descent
rate may also indicate a false glideslope capture.
Do not continue the approach unless in visual conditions.
ILS Signals The course and glideslope signals are reliable only when their warning T 5.001
flags are not displayed, localizer and glideslope pointers are in view,
and the ILS identifier is received.
Intercepting a Course The FMS is a “goes to” machine. It only goes direct to waypoints or GS
goes inbound on a course to a waypoint. All courses entered on the
LEGS page must be courses inbound to a waypoint, never the radial
away from a waypoint.
Dave Collett 94
February 12, 2018
Intercepting a Radial Outbound Use HDG Select to comply with the ATC clearance. GS
Deselect LNAV if armed.
Manually tune the VOR frequency and radial to see a display of the
track on the HSI as a dashed green line.
Select the Legs page.
• enter the VOR on line L1
• execute
• create a place-radial/distance waypoint from the VOR (e.g.
ATL180/99)
• insert the created waypoint at L2, which is below the VOR on L1
• execute
• line select the created waypoint at L2 to the scratch pad and then
insert it on line L1
• the course from the VOR to the created waypoint will appear on
line R6 in small font. Press R6 to make the font large.
• check the HSI for accuracy. The dashed green and dashed white
lines should overlay.
• execute
Arm LNAV and monitor capture.
Intercepting an Airway “Direct – Route – Intercept – Clean Up” GS
(DRI-Clean) Use HDG Select to comply with the ATC clearance.
Deselect LNAV if armed.
Refer to the EFB and manually tune the VOR and radial that defines
the airway. A dashed green line will display on the HSI.
• enter a VOR or airway fix on the airway behind the aircraft on
line L1 to anchor the airway
• execute
Select the ROUTE page.
• enter the airway from the anchor point to the clearance limit
• execute
• use the HSI to determine the first waypoint on the airway that is
downstream of the aircraft’s intercept point with the airway
• select that waypoint to the scratch pad and insert on line L1.
• the course on the airway to that waypoint will appear on line R6
in small font. Press R6 to make the font large.
• check the HSI for accuracy. The dashed green and dashed white
lines should overlay.
• execute
Arm LNAV and monitor capture.
Clean up the routing to match the clearance. Check the RTE page to
make sure it matches the clearance exactly.
Interception Regardless of ATC clearance, the crew shall follow the instructions F 2.3.04
given by the interceptor aircraft.
Refer to FOM Chapter 2 for procedures and signals.
Interception Regardless of ATC clearance, the crew shall follow interceptor Q 0.29
instructions.
IRS Align Lights Flashing Align lights indicate: II
• the IRUs have been in align mode for more than 10 minutes
without a present position entered
• an incorrect present position was entered (a significant difference
from the shutdown position)
• the airplane was moved during alignment
Dave Collett 95
February 12, 2018
IRS Align Lights Do not turn the IRSs off for flashing align lights except when called SP 11.15
for by the procedure in SP 11.
IRS Alignment II
Full 10 minutes (17 min at high latitudes, less than 10 min at low latitudes)
Quick 30 seconds
IRS Alignment Perform a full alignment prior to every flight. NP 20.14
IRS mode selectors must be selected off for at least 30 seconds and the
Align lights must be extinguished prior to a full alignment.
IRS DC Fail Loss of DC backup power to all three IRSs can indicate the hot battery Q 11.8
bus is unpowered and the APU is not available.
IRS Drift Rates After engine shut down, check IRS drift rates if the airplane was NP 20.87
operated in Class II airspace for more than one hour. Make a
logbook entry if any drift rate exceeds 2 nm per hour.
Jammed Flight Controls If a flight control is jammed or restricted: Q 9.10
• overpower the jammed or restricted system. Use maximum force
including the combined effort of both pilots if needed.
• do not turn off any flight control hydraulic power switch
Jammed Flight Controls If a jammed flight control condition exists, both pilots should apply T 8.21
force to attempt to either clear the jam or activate the override
feature. There should be no concern about damaging the flight
control mechanism by applying too much force.
There are override features for the control wheel and the control
column (ailerons and elevators).
If the override feature is activated, the non-jammed control requires a
normal force plus an additional override force to move the flight
control surface. For example, if a force of 10 lbs. is normally needed
to move the surface, and 50 lbs. of force is needed to activate the
override, a total force of 60 lbs. is needed to move the control
surface while in override. Response is slower than normal with a
jammed flight control; however sufficient response is available for
aircraft control and landing.
Jumpseat Riders If a WDR is received without receiving a Pre-Pushback Message, F 14.6.3
flight deck jumpseaters with a 1P or 2P boarding pass must occupy a
flight deck jumpseat as there is no way to determine if the WDR was
optimized for performance.
Jumpseat Riders If the Pre-Pushback message says “Stay at Gate – Performance” flight F 14.7.02
deck jumpseaters with a 1P or 2P boarding pass must occupy a flight
deck jumpseat. (They can’t go to the cabin.)
Jumpseat Riders Pilots and Dispatchers with CASS-approved carriers and FAA air F 26.1.2
traffic controllers are required to have their employment verified
electronically through CASS in order to occupy a flight deck
jumpseat. If verified, this will be indicated by 1P or 2P and *CASS*
on their boarding pass.
If a jumpseater’s identity is unable to be verified by CASS, if their
airline does not participate in CASS, or if CASS is temporarily
unavailable, they must be assigned a seat in the cabin if a seat is
available.
Jumpseat Riders After coordinating with the gate agent, Delta/government jumpseaters F 26.4.1
may proceed to the aircraft after the Captain has boarded. DC/OAL
jumpseaters will be allowed to board at flight close-out.
Jumpseat Riders A flight deck jumpseat occupant may be moved to the cabin at any F 26.5.1
time at the Captain's discretion. In this event, neither an AWABS
update nor a new WDR is required unless the flight is designated
“Stay at Gate for WDR - Performance.”
Dave Collett 96
February 12, 2018
Jumpseat Riders Delta pilot and flight attendant jumpseaters (1P, 2P, 1R, etc.) will be F 26.5.2
protected from displacement if revenue or NRSA passenger removal
is required due to payload optimization. DC/OAL jumpseaters are
not protected.
Jumpseat Seatbelts Ensure jumpseats that will be unoccupied for the flight are secured and NP 20.04
shoulder harnesses are retracted or secured. Lap belts should be
fastened in non-folding jumpseats.
LAHSO Authorized Dry runway only. OS 2.05
No tailwind component.
No windshear report or advisory within the last 20 minutes.
No MEL items affecting stopping distance.
Vertical guidance (ILS or PAPI/VASI) is always required.
PAPI/VASI is required at night.
Weather Requirements:
• 1,500/5 minimum with only ILS available
• 1,000/3 minimum with ILS and PAPI/VASI available
Must be above 1,000 feet AGL to accept a LAHSO clearance.
LAHSO Runway Lights When in-pavement lighting is installed, the lights will be on whenever OS 2.06
LAHSO is being conducted, even when the full length of the runway
is available.
Landing at an Unintended If a flight lands at the wrong airport, the flight will not depart until the F 2.3.07
Airport Captain receives specific authority to do so from Flight Operations
management.
Landing Configuration Warning A landing configuration warning will occur on a go-around if the gear T 8.19
is raised with the flap position greater than 20 as might happen on a
go-around with a flap or slat malfunction.
Landing Distance Floating above the runway before touchdown must be avoided because T 6.24
it uses a large portion of the available runway. The aircraft should be
landed as near the normal touchdown point as possible. Deceleration
rate on the runway is approximately three times greater than in the
air.
Landing Gear Alternate If the landing gear is extended using alternate gear extension, the gear T 8.29
Extension cannot be raised.
Landing Gear Disagree Land on all available gear. Cycling the landing gear in an attempt to T 8.31
extend the remaining gear is not recommended.
A tower fly-by is not recommended.
It is not Delta's policy to foam runways.
During a partial gear or gear up landing, speedbrakes should be T 8.32
extended only when stopping distance is critical. Extending the
speedbrakes may compromise aircraft controllability and also creates
a risk of not being able to stow them after the aircraft has stopped. In
this case, there would be an increased probability of injuring
passengers if the over wing exits are used for evacuation. Be aware,
however, that most gear disagree events are caused by an indicator
malfunction instead of an actual gear malfunction. If the speedbrakes
are not used and all gear remain extended, runway distance may
rapidly become critical.
Landing Gear Lights There are two bulbs in each green Landing Gear Down light assembly, GS
but only one bulb will illuminate after gear extension when on
Standby power. It might be wise to make sure all bulbs are working
prior to takeoff. If you end up on Standby power, you don't want the
burned-out bulb to be the one you need. You already have enough
problems.
Dave Collett 97
February 12, 2018
Landing Gear Pins A logbook entry must be made whenever gear pins are installed and F 30.2.2
the entry must be cleared prior to the aircraft's release.
Maintenance will only use the gear pins from the aircraft storage
compartment and they must be returned to the storage compartment
prior to aircraft release.
Landing Gear Strut Extension During preflight inspection, the strut may not be fully compressed. NP 20.06
Laser Illumination If notified of possible laser activity near the route of flight, the crew F 2.3.07
should:
• be prepared to shield eyes and the PM should be prepared to
assume control
• consider briefing increased use of automation in the reported
laser area to include the use of autoland if available
If an aircraft is illuminated by a laser, the crew should:
• shield eyes (hand, clipboard, visor, etc.). Do not look directly at
the laser beam and avoid drawing other crewmembers’ attention
to the beam
• consider turning up the flight deck lights to minimize any further
illumination effects
• if the other pilot has avoided exposure, consider transferring
control
• immediately report the incident to ATC. Reports should include
event position, altitude, color of laser beam(s), originating
direction or position, and any other information deemed
necessary for law enforcement.
• avoid rubbing eyes to avoid further injury
• contact the Duty Pilot as soon as possible
• submit an ASR
• complete the Laser Beam Exposure Questionnaire on DeltaNet
Layover Hotel Change If the layover hotel is different from that listed on the pilot’s rotation, F 25.1.1
advise Crew Accommodations or Crew Tracking with the hotel
name and phone number so Delta can find you.
Layover Transportation Wait time for hotel crew transportation should be no more than 20 F 25.2.1
minutes. If the situation is not resolved to the crew's satisfaction, pay
for a taxi or obtain other ground transportation and submit an
expense reimbursement request through iCrew.
Lightning Strike, Bird Ingestion Make a logbook entry and notify the Dispatcher. F 2.3.07
or FOD Damage
Line Up and Wait Illuminate all exterior lights except the landing lights, but avoid NP 12.11
illuminating the strobe lights if they will adversely affect the vision
of other pilots.
Live Animals Warm-blooded animals must be loaded in the aft cargo bin on the 757 F 12.8.1
and are prohibited from traveling to or from Europe.
Warm-blooded animals cannot be loaded in any compartment on the
767.
Cold-blooded animals may be loaded in any compartment on all
aircraft.
Unless takeoff is imminent, all live animals must be removed from the F 12.8.2
aircraft if the following time limits are exceeded:
• 2 hours for temperatures between -7°C and 24°C
• 1 hour for temperatures warmer or cooler than above
(Pay attention for “Live Animals” on the AWABS. You don’t want to
freeze or cook somebody’s dog.)
Dave Collett 98
February 12, 2018
Live Animals Air breathing animals must not be loaded in the same compartment F 12.9.1
with dry ice. The NOTOC program is unaware of live animals, so
this segregation must occur planeside. (Check AWABS and the
NOTOC – you don’t want to kill somebody’s dog.)
LNAV Engagement LNAV will engage if the airplane is within 2½ nm (767) or within the II
airplane’s turn radius (757) of the active route. Otherwise it just
arms.
Load Audits There are two types of load audits: performance audits and noise F 2.3.08
audits.
The Captain should request a performance audit if the aircraft’s weight
and balance is in question due to abnormal handling characteristics.
The Captain should request a noise audit if any noises are heard
originating from the cargo bins which might suggest unsecured
cargo.
In order to have a load audit initiated, the request must take place prior
to removal of any cargo. Contact the Dispatcher via ACARS prior to
arrival to coordinate an audit and refer to FOM Chapter 2.
Logbook Pilots must document all mechanical irregularities in the aircraft F 28.3.1
logbook. Verbal reports do not relieve the Captain of this
responsibility.
Pilots should notify the Dispatcher via voice or ACARS of all
maintenance issues at the first, safe opportunity.
The Captain will monitor all maintenance issues to ensure that they do
not amount to an unsafe workload or aircraft configuration.
Logbook The Captain and the MCC share joint responsibility to ensure that F 28.3.2
maintenance deferral item expiration periods are not exceeded for
MEL Category B, C and D items.
All logbook MEL items must be cross-checked with their MEL entry
to verify that all “M” and “O” requirements have been satisfied.
All “Dispatcher Approval Required” items must be confirmed, either
on the flight plan or in an amendment from the Dispatcher.
Except for recently-added logbook entries, each Category B, C, or D
item should have an expiration date listed on the flight plan. If dates
in the logbook and flight plan do not match, or if there is no
expiration date on the flight plan, contact the MCC for confirmation
that the MEL has not expired.
CDL and Special items do not have expiration dates. Therefore, these
items do not require date confirmation.
Logbook If the aircraft has departed the gate and MEL/CDL procedures have F 28.3.4
been applied, logbook entries and placarding procedures may be
postponed so as not to delay departure. However, logbook entries
and placarding procedures must be completed prior to flight
termination.
Logbook The MCC, contacted through Dispatch, is the only approving authority F 28.3.4
for pilot placarding procedures. Local Delta and contract
maintenance cannot approve pilot placards.
Logbook When enroute to a non-maintenance station with a yellow placard F 28.3.4
requiring a repetitive check by other than a pilot, notify the MCC
while enroute to arrange for appropriate maintenance.
Dave Collett 99
February 12, 2018
Logbook Deferred MEL/CDL items expire after the following time periods: MEL
Category A – as specified in the MEL FM-22
Category B – 3 days
Category C – 10 days
Category D – 120 days
For items where the time is specified in flight days, the day the item
was recorded in the logbook is excluded.
Logbook All crewmembers must review the logbook to become familiar with NP 20.02
the history and maintenance status of the aircraft.
Ensure the logbook matches the ship number.
For an ETOPS flight make sure there is an ETOPS sticker on the front
of the logbook.
Ensure an Airworthiness Release has been signed by maintenance
except that an Airworthiness Release is not required at a Delta non-
maintenance station when discrepancies do not exist.
Review any EP-19 forms for special equipment and/or operating
instructions.
MCOs must be reviewed using the MDM.
Ensure an ETOPS Pre-Departure Check is recorded prior to an ETOPS
departure.
Logbook If an item in the MEL is labeled “Y” in the “Flight Crew May Placard” TOPP
column, pilots may install a flight crew placard. 40-40-05
Pilots may accomplish (M) or (O) procedures associated with “Y” Page 24
items as long as those procedures do not require access to a
Maintenance Manual.
If “Dispatcher Approval Required” or “Contact MCC” is associated Page 25
with the item, do not takeoff until they are contacted and a control
number is received.
If “Dispatcher Approval Required” or “Contact MCC” is not
associated with the item, the flight may proceed after all (M) and (O)
items are completed. Contact the Dispatcher and MCC as soon as
practical.
Logbook When a maintenance irregularity is encountered and the item clears TOPP
itself or is cleared by the flight crew using appropriate procedures 40-40-05
for actuating the system, cycling circuit breakers, cycling the Page 29
electrical power system, or through normal fluid servicing (water,
lavatories, etc.) a Continue-In-Service message may be issued by the
MCC to handle the open log book item if the aircraft is located at a
Delta maintenance station with the main cabin door closed or at a
station not staffed by Delta maintenance.
Make a logbook entry and contact MCC. MCC will review the aircraft
history and determine if maintenance action is required. If
maintenance action is not needed, the MCC will send a Continue-In-
Service message via ACARS with instructions on how to complete
the logbook.
Logo Lights Logo lights (if installed) should be on whenever the airplane is NP 12.10
powered.
Lost Comm (US) Squawk 7600 (not 7700 first for simple lost comm). EM 1.01
If VMC, maintain VFR and land as soon as practical.
If unable to maintain VFR: EM 1.02
• route: assigned, vectored, expected or filed. (AVEF)
• altitude: highest of assigned, expected or minimum
ICAO procedures are different. Refer to the Emergency chapter in the
Manuals section of Jeppesen FliteDeck Pro.
Dave Collett 100

February 12, 2018
Low Approaches Low approaches for the purpose of obtaining a visual aircraft F 2.3.08
inspection of configuration or condition are discouraged.
Main Battery Discharge Flight beyond 30 minutes (90 minutes on some airplanes) may result Q 6.21
in complete loss of electrical power.
Mandatory ATC Reports In addition to position reporting, the following reports are to be made CM 3.04
to ATC without request:
• when operating in a radar environment, on initial contact, the
flight crew should inform ATC of the aircraft's assigned altitude
preceded by the words “level” or “climbing to” or “descending
to” as appropriate; and the aircraft's present vacating altitude, if
applicable.
• immediately upon reaching a new flight level (in non-
radar/procedural airspace)
• leaving a holding fix or point
• leaving the final approach fix inbound on final approach (not
required in the U.S. when in radar contact)
• when an approach has been missed. Request clearance for
specific action; for another approach, to another airport, etc.
• time and altitude or flight level reaching a holding fix or
clearance limit
• encountering either unforecast or hazardous weather conditions
• the loss of navigation capability, or impairment of air to ground
communications capability. Reports should include aircraft
identification, equipment affected, degree to which the capability
to operate under IFR in the ATC system is impaired, and the
nature and extent of assistance desired from ATC.
• when unable to climb or descend at a rate of at least 500 feet per
minute.
• when the true airspeed varies or is expected to vary from the
speed filed in the original flight plan by one of the following
amounts:
§ plus or minus 5% or 10 knots, whichever is greater (U.S.)
§ plus or minus 5% or more (ICAO)
• changes in ETA for the next reporting point when an ETA given
is in error by 3 minutes or more (not required in the U.S. when in
radar contact or with an ADS-C connection.)
Manual Control Maintaining manual aircraft control proficiency is the responsibility of F 4.3.3
the Delta pilot.
Manual flight (for the primary purpose of maintaining proficiency)
should normally be exercised under suitable environmental and low
workload conditions. Sound pilot judgment is paramount to the
judicious use of this policy.
Max Climb T 4.05
Max Rate The FMC does not provide max rate climb speeds, but they may be
approximated by:
• 757 – clean speed + 50 knots until intercepting .76 Mach
• 767 – clean speed + 50 knots until intercepting .78 Mach
Max Angle Max angle climb speed is displayed on the FMS Climb page. II
Dave Collett 101

February 12, 2018
Max Continuous Thrust With the autothrottles engaged: GS
• Max Continuous Thrust may be selected while in VNAV on the
767. Just push the CON button on the TMSP.
• Max Continuous Thrust may not be selected while in VNAV on
the 757. Another pitch mode must be selected first. For example,
select Flight Level Change and then press CON.
With the autothrottles disengaged, Max Continuous Thrust may be
selected while in VNAV on both airplanes.
Max Range Cruise Enter a cost index of zero to fly at Max Range Cruise. T 4.07
Long Range Cruise Long Range Cruise is 99% of the fuel mileage of Max Range Cruise
and is calculated by the FMC.
Max Thrust For airplanes with the EECs operating normally, maximum thrust is T 1.38
obtained by advancing the thrust levers full forward (firewall).
For airplanes with EECs operating in the alternate mode, maximum
thrust is obtained by advancing the thrust levers only to the full-rated
takeoff or go-around limit. Advancing the thrust levers to the full
forward stop should be considered only if terrain contact is
imminent.
Maximum Descent Rate When operating at low altitude, and above Stabilized Approach F 4.2.2
altitudes, do not let the aircraft descent rate in feet per minute exceed
your altitude in feet AGL. This will ensure a reduced terrain closure
rate and an increase in recognition and response time in the event of
an unintentional conflict with terrain.
MAYDAY MAYDAY is the international radiotelephony distress signal. When AIM PCG
repeated three times, it indicates imminent and grave danger and that
immediate assistance is requested.
PAN-PAN is the international radio-telephony urgency signal. When
repeated three times, indicates uncertainty or alert followed by the
nature of the urgency.
MAYDAY You must use the terms “MAYDAY” or “PAN-PAN” to receive CM 3.03
priority handling in ICAO airspace. Remember to say each three
times.
MEDEVAC Use the call sign MEDEVAC when carrying urgently needed F 12.12.1
lifesaving medical materials or vital organs. This will provide
expeditious ATC handling but does not constitute an emergency.
Example: MEDEVAC Delta 1234.
Medical Assistance Form Flight attendants will utilize the Medical Assistance Form (MAF) to F 22.5.1
record and communicate an ill or injured customer’s vital medical
information to the Captain when the flight crew is communicating
with STAT-MD.
The completed MAF will be slid under the flight deck door as soon as
possible if the flight attendant does not have or cannot use a Cabin
Medical Communication System. If the MAF will not slide under the
flight deck door, a flight attendant will relay the information via
interphone.
Medical Communication System Some aircraft have the Cabin Medical Communication System F 17.4.6
installed and flight attendants can talk with STAT-MD via an aircraft
radio once a phone patch is established. Refer to SP 5 for
instructions.
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February 12, 2018
Medical Emergencies A medical event exists when a passenger or crewmember appears ill or F 17.4.1
injured to a level that requires medical assistance.
A medical emergency exists when STAT-MD and the Captain
determine a medical event is critical and requires an expedited
landing or divert.
Pilots should always attempt to contact STAT-MD for medical F 17.4.2
assistance. STAT-MD provides prompt, expert medical assistance
and consultation for customers and crew.
Onboard medical volunteers (customers with varying levels of medical
expertise) are an integral part of airborne medical assistance.
However, these volunteers may not have expertise in aeromedical
emergency medicine. STAT-MD assistance is the primary guidance
in determining the nature and conduct of all medical events. An
additional service of STAT-MD is its repository of medical facilities.
Conduct the STAT-MD consult immediately (without waiting for the F 17.4.3
MAF) if any of the following occur:
• CPR is in progress
• AED has delivered a shock
• customer has uncontrolled, heavy bleeding
• a baby is being delivered
Note that the AED in use is not the same as the AED having delivered F 17.4.4
a shock. Furthermore, use symptoms like “crushing chest pain”
instead of “possible heart attack.” Use numbers for pulse and blood
pressure instead of subjective terms like “high” or “low.”
Medical Emergency Arrival Ensure clear passage for EMS personnel. F 17.4.6
Considerations Make a PA asking the customers to remain seated upon arrival at the
gate to allow EMS personnel immediate access to the affected
customer. Customers may attempt to deplane if EMS personnel are
not immediately available to board upon arrival at the gate. (Not true
at all airports, e.g. LHR. Refer to Company Pages.)
Some airports may provide a law enforcement officer or other staff
member to assess the situation prior to calling for EMS.
Medical Equipment The Captain has the final authority in the decision to release medical F 17.4.4
equipment. If a sealed kit or medical equipment is opened and used:
• enter a description of the circumstances and the name of the
person authorized to use the kit in the aircraft logbook
• contact Flight Control to coordinate a replacement
Medical Lock Down The flight deck must be locked down throughout a medical F 17.4.6
emergency. Communication with the flight attendants must then be
accomplished via cabin interphone.
The Captain may terminate a medical emergency and flight deck
lockdown if:
• STAT-MD determines the illness is not life-threatening
• STAT-MD recommends continuing the flight
• the cabin crew is able to resume normal duties
Microburst Alert Flights may not depart from or commence the final approach to a WX 2.26
runway where ATC has issued a Microburst Alert. If ATC issues a
Microburst Alert for the runway of intended landing, a go-around
must be executed. If the flight path becomes marginal, accomplish
the Windshear Escape Maneuver.
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February 12, 2018
Microburst Conditions Be especially alert for dry microbursts in the following conditions: GS
• surface temperature above 75°F
• temperature/dew point spread of 30° to 50°F
• convective activity in the area with high cloud bases
• virga or scattered light rain
• radar returns of weak cells from 5,000' to 15,000' AGL
Microbursts The phase of a microburst that is hazardous to aircraft typically lasts WX 2.27
five minutes or less. For this reason, PIREPs from preceding aircraft
must be considered carefully. Microburst activity may be increasing
and subsequent encounters could be more severe.
Military Escort Flight crews are not authorized to guide a military escort onto the F 11.3.18
ramp as they do not have SIDA escort authority.
Minimum Altitudes Jepps Intro
Grid Minimum Off-Route Provides 2,000 feet in mountainous and/or high-elevation terrain or
Altitude (Grid MORA) 1,000 feet in non-mountainous and/or low-elevation terrain above
the highest obstruction within the section outlined by the latitude and
longitude lines. The Grid MORA does not provide NAVAID or
communications coverage. Derived by Jeppesen or State Authorities.
Minimum Crossing Altitude The lowest altitude at certain fixes which an aircraft must cross when
(MCA) proceeding in the direction of a higher MEA.
Minimum Enroute Altitude Lowest published altitude between radio fixes that meets obstruction
(MEA) clearance requirements and in some countries assures acceptable
navigation signal coverage.
Minimum IFR Altitude In the US, 2,000 feet in designated mountainous terrain or 1,000 feet
in non-mountainous terrain above the highest obstruction within
4 nm of the course to be flown.
Minimum Obstruction Lowest published altitude between radio fixes that meets obstacle
Clearance Altitude clearance requirements for the entire route segment and in the US
(MOCA) provides acceptable navigation signal coverage within 22 nm of the
VOR.
Minimum Reception Altitude Lowest altitude at which an intersection can be determined.

(MRA)
Minimum Safe Altitude Unless otherwise noted, provides 1,000 feet obstacle clearance within
(MSA) 25 nm of the navigation facility upon which the MSA is predicated.
This altitude is for emergency use only and does not guarantee
NAVAID reception. If the MSA is divided into sectors with different
altitudes, the altitudes in those sectors are minimum sector altitudes.
Minimum Pavement Width T 2.14
757-200 120 feet for a 180° turn.
757-300 141 feet for a 180° turn. T 2.16
767 146 feet for a 180° turn. T 2.18
Minimum Stopping Distance Speedbrakes fully deployed, maximum reverse thrust and maximum T 6.24
manual anti-skid braking (not max autobrakes) provides minimum
stopping distance.
Minimum Visibility Takeoff: RVR 500 (150 m) with HIRL and CL OS 1.06
Landing: RVR 300 with CAT III autoland OS 1.08
Minimums: First Officer OS 3.01
Lowest Vis for Takeoff RVR 1600 (500 m) or ¼ sm (400 m)
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February 12, 2018
Minimums: First Officer OS 4.28
Lowest Vis for Approach CAT I approach, either ILS or non-precision
Mountain Wave If an Alert or Avoid TP for mountain wave is issued, crews are WX 2.09
expected to comply with flight planned routing while navigating
within a mountain wave area. Any vertical or lateral deviation within
active mountain wave areas should be coordinated with the
Dispatcher. Crews may make minor deviations to respond to ATC
requests or weather avoidance at the Captain's discretion.
PIREPS to dispatch are required after transiting the mountain wave WX 2.10
area.
Movement Area The movement area is any part of the airport used for taxiing, takeoff OS 2.11
or landing of aircraft and is under the control of ATC.
Non-Movement Area The non-movement area refers to taxiways and apron areas not under
the control of ATC. (e.g. some ramps and remote parking areas)
NAT Clearance Do not enter Shanwick OCA without an oceanic clearance. If Jepps AT
approaching the Shanwick OCA boundary without an oceanic
clearance, contact domestic ATC and request instructions to remain
clear of Shanwick OCA airspace until a clearance is received. This is
not the case for other NAT Oceanic Control Areas (e.g. Gander
OCA). Except for Shanwick, pilots should proceed into oceanic
airspace while awaiting an oceanic clearance.
NAT Clearance If filed over RATSU (61N 010W) do not contact Shanwick Clearance Jepps AT
Delivery for a clearance since you will not be entering the Shanwick
OCA. Contact Reykjavik instead.
NAT Clearance Normally use ACARS to obtain a NATS clearance, but occasionally it Jepps AT
may be necessary to revert to VHF or HF voice procedures,
especially if within 30 minutes of the Shanwick boundary when
ACARS should not be used. Procedures and clearance delivery
frequencies for each Oceanic Control Area (Gander, Shanwick, etc.)
are listed in the Atlantic (AT) section of the manuals in FliteDeck
Pro. Go to Manuals in the top left, select AT-NP ENR-SWAP-
WATRS and scroll down to the AT section.
NAVAID Out of Service If the ground based NAVAID is out of service or compatible avionics OS 4.16
is either not installed or not operational, the NDB, NDB DME,
VOR, or VOR DME approach may be flown using RNAV
procedures as long as one GPS is operational and the approach is
authorized on the Company Pages or flight plan remark.
Navigation NAV 2.02
Class I Operations on any segment which is entirely within the usable range
(service volume) of standard navigation facilities (VOR, VOR/DME,
NDB).
Class II Operations conducted on any segment which takes place outside the NAV 2.03
usable range of standard navigation facilities. (130 nm for VORs and
75 nm for NDBs.)
Navigation Chart An orientation chart is required for all Class II off-airways navigation NAV 2.01
flights greater than one hour.
For Class II Off-Airways operations with no orientation chart
available, crews should use the applicable enroute chart for
orientation (i.e. the P (H/L) 3/4 enroute chart would be used if
dispatched Off-Airways to Hawaii).
Dave Collett 105

February 12, 2018
Navigation Error In Class I airspace, the airway includes 4 nm either side of centerline. NAV 1.09
In Class II airspace, the airway includes 15 nm either side of
centerline.
Excursion beyond these airway limits is considered a gross navigation
error and must be immediately reported to ATC to obtain an
amended clearance. Submit an ASAP report.
Navigation Facilities Do not use radio navigation aid facilities that are out of service even T 5.001
though flight deck indications appear normal. Radio navigation aids
that are out of service may have erroneous transmissions that are not
detected by aircraft receivers and no flight deck warning is provided
to the crew.
Navigation Systems A long-range navigation system is defined as: GS
• one FMS and one MCDU supported by one or more IRUs or
GPS, or
• one MCDU with alternate nav capability supported by its IRU.
Not all aircraft have MCDUs with alternate nav capability.
Negative Pressure Relief Doors On the 767, negative pressure relief doors on the right forward GS
fuselage will not be closed if the associated cargo door is open.
Non-Normal Checklists Only a few situations, such as Cabin Altitude, require an immediate Q NNCI 1.5
response. Usually time is available to assess the situation before
taking corrective action.
As a general rule:
• fly the airplane
• cancel the warning
• identify the emergency or non-normal
• accomplish the recall items from memory if necessary
• read the checklist
• do not hurry
Non-Normal Checklists The PF should call for the non-normal checklist when: Q NNCI 1.6
• the flight path is under control
• the airplane is not in a critical phase of flight such as takeoff or
landing
• all memory items are complete
Non-Normals Before Takeoff If a non-normal condition occurs during engine start or before takeoff Q NNCI 1.4
(prior to dispatch), complete the non-normal checklist and then
comply with the MEL if required.
Non-Normals Fly the aircraft with the highest level of automation available. GS
Notification: Descent Delta policy requires pilots to make the following top of descent PA in F 11.2.4
conjunction with the arrival phase of flight: “Flight attendants,
please prepare the cabin for arrival.” This PA should be made no
later than five minutes prior to beginning descent to allow flight
attendants to begin the process of finalizing their service.
Notification: Landing Cycle the No Smoking switch when descending through NP 20.75
approximately 10,000 feet AFE (not MSL).
Dave Collett 106

February 12, 2018
NTSB Notification The following categories of NTSB Accident events are required to be F 2.2.1
reported to the Dispatcher immediately for NTSB notification:
• serious injury
• substantial damage to the aircraft
The following categories of NTSB Incident events are required to be
reported to the Dispatcher immediately for NTSB notification:
• taxi, takeoff, landing
• collision
• crewmember
• damage to other than the aircraft
• electrical systems
• engine
• evacuation
• fire
• flight deck displays
• hydraulic systems
• TCAS Resolution Advisories
Refer to FOM Chapter 2 for a more detailed description of categories
and events.
Offpath Descent Offpath Descent circles are referenced to the end-of-descent waypoint T 4.27
shown at 1L on the Descent page. The outer circle assumes clean
configuration and the inner circle assumes speedbrakes extended.
Operational Priorities All aspects of flight operations will be conducted in accordance with F 1.1.1
the following priorities:
• Safety
• FAR, ATC, and Company policy compliance
• Passenger Comfort
• Schedule and
• Economy
Safety is always paramount to our operational priorities. Anytime the
safety of our customers, crew or assets is in question the operation
must be stopped.
Out-of-Service Tag If a red “Out of Service” tag is installed, do not activate any system, NP 20.01
control switch or circuit breaker without obtaining verbal approval
of maintenance personnel, preferably the mechanic performing the
repairs. (Don’t even use the aircraft radio to call maintenance.)
Overwater Operations All Delta 757s and 767s are overwater equipped. Differences
Overwater Operations Extended overwater operations are defined as flight further than 50 nm OS 2.14
from the nearest shoreline. Unless otherwise authorized, the aircraft
cannot exceed the 50 nm limit without the required emergency
equipment onboard unless the Captain is exercising his emergency
authority.
If an aircraft is overwater equipped, it must remain within 60 minutes
of an adequate airport at one-engine inoperative cruise speed under
standard conditions in still air unless ETOPS authorized.
Dave Collett 107

February 12, 2018
Overweight Landing Captains exercising their authority to make an overweight landing F 2.3.09
should take into account all operational considerations and
circumstances. Situations where overweight landings may be
justified include, but are not limited to:
• referencing non-normal procedures or maneuvers
• significant customer/crew safety concerns exist
• the risk of extended flight at lower altitudes increases flight crew
workload
• safety systems are degraded
• an overweight landing is the safest course of action
When landing overweight, the Captain is exercising his emergency
authority. Exercising emergency authority does not require declaring
an emergency with ATC.
Landing distance with landing flaps is generally less than the takeoff
distance for the same runway.
An overweight landing requires a logbook entry which should include:
• the exact phrase “overweight landing”
• the actual landing weight
• the maximum landing weight
• vertical speed at touchdown
Overweight Landing There are several checklists in Section 0 of the QRH for overweight Q 0.30
landings.
Overweight Landing If landing distance is not an issue, holding or jettisoning fuel to reduce Q 0.36
weight is not necessary.
Overweight Landing The aircraft is not certified to autoland at greater than maximum Q 0.36
landing weight. If the Captain determines that an autoland is the
safest course of action, the approach, flare and landing must be
closely monitored at all times.
Overweight Landing Landing distance is normally less than takeoff distance for Flaps 25 or T 6.38
30 landings at all gross weights. However, wet or slippery runway
field length requirements should be verified from the landing
distance charts in the ODM.
Brake energy limits will not be exceeded for Flaps 25 or 30 landings at
all gross weights.
If landing distance is a concern, burn or dump fuel to reduce weight.
Overweight Landing Overweight autolands are not recommended. The autopilot is not T 6.39
certified for automatic landings above maximum landing weight.
An automatic approach may be attempted, but the autopilot should be
disconnected above flair height and a manual landing accomplished.
In an emergency, if an autoland is the safest course of action, the
approach and landing should be closely monitored with awareness
that touchdown may be beyond the normal touchdown point
requiring additional landing distance and that touchdown at higher
than normal sink rates may exceed structural limits. Go around if
autoland performance is unsatisfactory.
Oxygen Bottles Supplemental oxygen bottles are required when operating above SP 1.18
68° North. If required, maintenance will install 24 oxygen bottles on
pallets throughout the cabin and make a logbook entry.
Ships 1607-1613 have permanent supplemental oxygen bottles
installed and a logbook entry is not required.
Oxygen Mask Test During the 10-second test in Emergency, if the oxygen cylinder valve SP 1.19
is not fully opened, the oxygen pressure can: SP 1.21
• decrease rapidly, or
• decrease more than 100 psi, or
• increase slowly back to normal
Dave Collett 108

February 12, 2018
Oxygen Masks The Passenger Oxygen switch will deploy the passenger oxygen NP 20.25
masks. (Don’t touch it unless the QRH tells you to.)
Oxygen Pressure Low When the flight crew oxygen supply is depleted during flight, the Q 1.22
flight crew is vulnerable to smoke, fumes or loss of cabin
pressurization.
Initiate an immediate diversion to the nearest suitable airport.
If an emergency situation occurs resulting in the use of the portable
oxygen bottles or PBEs, a lack of communication capability may
cause flight crew and ATC coordination problems.
Oxygen Regulator Positions Q NNCI 1.4
Emergency Use when necessary to provide positive pressure to the mask to
remove contaminants.
100% Use when positive pressure is not required but flight deck air is
contaminated.
Normal Use when prolonged use is required and the situation permits.
Oxygen Requirements F 4.2.2
One Pilot in the Seat Seated pilot will use oxygen when above FL250.
Both Pilots in the Seats One pilot will use oxygen when above FL410.
Cabin above 10,000 feet All pilots will use oxygen.
PA Announcements Required PAs F 11.2.1
• before takeoff
• initial seat belt sign off
• descent: seat belt sign on, flight attendants prepare for arrival
• turbulence encountered or anticipated
• after a go-around or rejected landing
Recommended PAs
• initial welcome aboard
• notification of relief crewmembers
• route, flying time, and estimated arrival time
PA Announcements The before takeoff PA may be made while taxiing; however, any F 11.2.3
additional announcements must be accomplished when the aircraft is
stopped with the brakes set.
PA Announcements Remember 5-15-5 when considering PA announcements during F 11.3.01
delays. Make an announcement:
• if 5 minutes past scheduled departure time
• every 15 minutes with an update if things are changing quickly
• if 5 minutes past scheduled arrival time, workload permitting
If 15 minute intervals are not appropriate, tell customers when the next
update can be expected.
PA Quiet Hours 10 p.m. to 8 a.m. at departure station time. F 11.2.1
When top of climb to top of descent is over 5 hours.
When a significant number of passengers are sleeping.
Pack Inop Lights Pack Inop light only – indicates a controller fault or outlet overheat but II
the pack is still operating.
Pack Inop and Pack Off lights – indicates a pack trip caused by an
internal overheat. The pack valve is closed and the pack is off.
Packs and Bleeds Operating both packs from a single engine bleed source is acceptable NP 20.54
except during icing conditions. If environmental conditions allow,
however, operating only one pack will provide additional fuel
savings.
Dave Collett 109

February 12, 2018
Packs Off Takeoff An ENG BLEED OFF EICAS message may display during takeoff SP 2.02
roll. This indication is acceptable for a Packs Off takeoff. Do not
abort.
Turn the first pack on after climb power is set. Turn the second pack
on after cabin pressurization stabilizes.
If an engine fails on takeoff, leave both packs off until 1,500 feet AGL
or until engine-out clean up altitude, whichever is higher.
Packs Off Takeoff (767 Only) Some 767s with GE engines (both domestic and ER) may experience SP 16.40
EGT exceedances during takeoff in moderate to high ambient
temperatures. To help mitigate this, AWABS may require a Packs
Off takeoff.
If a Packs Off takeoff is required: SP 16.41
• do not reduce power during takeoff to keep EGT within limits
• do not reject the takeoff if EGT goes into the red if other engine
indications are normal
• do not reject the takeoff for a Bleed Off light. The Engine Bleed
Off light(s) and EICAS message(s) may display if packs are off.
• if an overtemp occurs, contact maintenance for evaluation.
Typically, the engine is okay to complete the flight.
Parking Do not taxi into the safety zone unless: F 30.3.1
• the jetway wheels and all ground service equipment are parked
outside the clearance lines, and
• a marshalling agent is in place to direct the aircraft or a Parking
Guidance System is used
Exception: If the Captain determines that small items in the safety
zone (e.g., power cords or chocks), or items parked in clearly
designated areas (e.g., fuel carts) are not hazards, the aircraft may
enter the parking area with caution.
Parking The marshalling agent will normally be assisted by wing walkers who F 30.3.1
are responsible to ensure clearance in the parking area. Two wing
walkers are normally required.
Captains are authorized to taxi into a gate with less than two wing
walkers provided there is:
• no threat to safety, and
• no exception noted in the Company Pages or flight plan remarks
Captains should file an ASR if they exercise this authority.
PEDs Cell phone and PED use by pilots is prohibited from the beginning of F 10.3.3
the Preflight checklist until completion of the Shutdown (or Secure
checklist, if applicable) unless an operational need exists. In that
case, the aircraft must be stopped with the parking brake set.
Cell phones and PEDs may be used on the ramp for operational needs,
but should not be used within 10 feet of refueling equipment.
PEDs Approved PEDs may be used (by customers) from gate to gate on all F 11.3.12
flights, with the exception of cellular service after the boarding door
has been closed.
Singapore and Jamaica prohibit all PED use below 10,000 feet for
takeoff and landing, however.
In the event of an extended ground delay, the Captain may authorize
PED cellular use while the aircraft is stopped. After notifying the
Flight Leader that taxi is imminent, the Captain must then receive
word that the cabin is secure prior to further taxi.
If PED interference of aircraft systems is suspected, the Captain
should notify the flight attendants to direct that all PEDs in the cabin
be turned off. File an ASR if interference is suspected.
Dave Collett 110

February 12, 2018
PEDs In the event of a Red aircraft emergency, flight attendants will instruct F 11.3.13
customers to turn off and stow all PEDs. Captains should include
this information in their brief to flight attendants during a RED
emergency, as time permits.
PEDs A lithium-ion battery has a higher likelihood of thermal runaway F 16.1.6
during or immediately following a charging cycle or if damaged. Do
not use a damaged battery.
Pilot Controlled Lighting High Intensity: 7 mike clicks in 5 seconds. AIM
Medium Intensity: 5 mike clicks in 5 seconds. 2-1-9
Low Intensity: 3 mike clicks in 5 seconds.
Pilot Induced Roll Oscillation In a fully-developed lateral PIO, pilot control wheel inputs will be out T 7.26
of phase with the airplane roll response.
• immediately stop lateral control wheel inputs until the airplane
stabilizes
• initiate a go-around if oscillations do not diminish or if the
aircraft is not in a position from which a safe landing can be
made
Dave Collett 111

February 12, 2018
Pilot Responses FB 16-10
Gnd Proximity Caution Immediately adjust the flight path or initiate a go-around. Too Low
(Multiple Advisories) Gear and Too Low Flaps cautions require a go-around.
Gnd Proximity Warning Immediately accomplish the Terrain Avoidance Maneuver

(“Pull Up.” May include
“Obstacle” or “Terrain.”)
Predictive Windshear Caution Abort the takeoff T 7.31

on Takeoff Roll
(“Monitor Radar Display”)
Predictive Windshear Warning Abort the takeoff

on Takeoff Roll
(“Windshear Ahead”)
Predictive Windshear Caution Maneuver as required to avoid the windshear

After Takeoff
Predictive Windshear Warning Windshear Escape Maneuver

After Takeoff
(“Windshear Ahead”)
Predictive Windshear Caution Maneuver as required to avoid the windshear T 7.32

on Approach
Predictive Windshear Warning Windshear Escape Maneuver or normal go-around at pilot’s discretion
on Approach
(“Go-Around, Windshear
Ahead”)
Windshear Encounter Windshear Escape Maneuver T 7.30
Windshear indications are: T 7.29

• uncontrolled changes from normal steady state flight conditions
below 1,000' AGL in excess of:
§ ± 15 kts indicated airspeed
§ ± 500 fpm vertical speed
§ ± 5 degrees of pitch
§ 1 dot deviation from the glideslope
§ unusual throttle position for a significant period of time
• windshear siren and “Windshear, Windshear, Windshear.”
Microburst Alert Issued by ATC Mandatory go-around. Windshear Escape Maneuver if the flight path WX 2.26
for the Landing Runway becomes marginal.
Post-Accident or Incident After landing and clear of the runway or after a ground accident or F 2.2.2
incident, pull the Cockpit Voice Recorder circuit breaker.
Dave Collett 112

February 12, 2018
Post-Bad Thing Checklists There are checklists in FOM Chapter 2 that you never want to run, but F 2.2.2
need to know about anyway:
• Post-Accident checklist
• Post-Incident/Irregularity checklist F 2.2.8
• Post-Diversion checklist F 15.4.1
• Post-Emergency checklist F 17.9.1
Pre-Departure Clearance Flights are limited to one Pre-Departure Clearance (PDC) within a F 14.8.2
24-hour period per airport. Any revisions or modifications to the
clearance will void the PDC and require the crew to contact ATC for
a full route read back.
Preflight Checklist If all pilots leave the cockpit after the Preflight checklist, the entire NP 11.03
checklist must be re-accomplished.
Procedure Turns (US) Procedure Turns are not required when: OS 4.04
• receiving radar vectors to final approach
• flying a NoPT routing
• cleared for a straight-in approach
• cleared for approach from a holding pattern with the holding fix
collocated with the FAF and the holding course aligned with the
final approach course
Entry Airspeed Maneuvering speed or holding speed, but not greater than 200 kts. OS 4.05
Course Reversal The method of course reversal is normally left to the pilot, but some
procedure turns are specified as procedure tracks and the turns must
be flown exactly as depicted.
Turn Direction Same as a holding pattern entry. Max angle for teardrop is 30°.
If an entry turn in the shorter direction places the aircraft on the non-
maneuvering side, correct back to the procedure turn course using an
intercept angle of at least 20 degrees.
If the inbound course is intercepted outbound, maintain course and
turn inbound on the maneuvering side.
Proceeding Outbound Use timing, DME, etc. to remain within the published distance.
If timing, start timing outbound abeam the procedure turn fix or after
completing the outbound turn if abeam cannot be determined.
Descent Descend from the procedure turn fix altitude when outbound abeam OS 4.06
the procedure turn fix or after completing the outbound turn if the
abeam point cannot be determined.
Descend from the procedure turn altitude or any altitude past the IAF
when established on the appropriate published segment of the
approach.
45°/180° Procedure Turn Intercept and maintain the outbound track as soon as possible after
passing the procedure turn fix.
To make the course reversal, fly outbound on the 45° leg for
45 seconds before turning inbound. Make the 180° turn back
inbound as depicted.
Descend as necessary on the outbound track to the specified altitude. If
further descent is necessary after the inbound turn, do not descend
until established on the inbound track, which is defined as within
half scale deflection on an ILS or VOR and within 5° on an NDB.
Do not exceed normal descent rates.
Dave Collett 113

February 12, 2018
Pushback To prevent damage, do not hold or turn the nosewheel tiller and do not NP 20.51
use the brakes to stop the airplane during pushback or towing.
Pushback Checklist The Pushback checklist must be completed prior to aircraft movement. NP 20.50
Pushback Without Tug If the headset or interphone system is inoperative and cannot be F 30.1.1
Communications replaced or repaired prior to departure, the Captain and the ramp
agent will conduct a face-to-face briefing which includes:
• a review of all hand signals to be used
• the conditions under which pushback and engine start will be
conducted
• prior coordination with ATC if pushing back onto an active
taxiway
An emergency stop during pushback will be initiated with repeated
flashing of the taxi light until the aircraft comes to a complete stop.
Quantities on Postflight Make a logbook write up and contact maintenance if: NP 20.87
• oil quantity is less than 8 quarts
• oxygen pressure is less than 1,000 psi
• a hydraulic quantity RF is displayed
Quantities on Preflight The minimum oxygen pressure is 1,000 psi. NP 20.03
The minimum hydraulic quantity is no RF displayed.
The minimum oil quantity recommended for start is 17 quarts. If oil
quantity is less than 17 quarts, verify 8 quarts minimum after engine
warm up at idle. Dispatch approval is required if oil quantity is less
than 8 quarts after engine warm up.
Radar Contact “Radar contact” on departure does not mean the controller is providing AIM
obstacle clearance. Obstacle clearance begins when the controller 5-2-8 c2
starts giving navigational guidance in the form of radar vectors.
Radio and Baro Bugs NOI 3.25
CAT I ILS Baro at published DA, Radio off
CAT II Baro at field elevation, Radio at published RA
CAT II RA Not Auth Baro at published DA, Radio off
CAT III Baro at field elevation, Radio at 50 feet
Straight-In Non-ILS Baro at published DA, DDA or MDA, Radio off
Circling Baro at higher of published MDA or field elevation + 1,000', Radio off
Visual Baro at published mins for the approach used to back up the visual
approach. Set field elevation if no approach is available. Radio off.
Radio Management VHF L should normally be used for ATC. NP 12.02
VHF R should normally be used for ramp control, operations or other
Company communications. When not used for ramp or Company
communications, a listening watch on 121.5 should be maintained.
VHF C should normally be used for ACARS data link.
The First Officer should clearly communicate to the Captain the radio
being used to receive taxi instructions.
Rain, Hail or Sleet Avoid thunderstorms, hail, and visible moisture over storm cells. SP 16.42
Moderate to heavy rain, hail or sleet should be avoided to the
maximum extent possible.
Place the Engine Start Selectors to CONT when flight in or near heavy
rain or hail is encountered or anticipated.
Rain, Hail or Sleet Flight into moderate to heavy rain, hail, or sleet could adversely affect T 1.52
engine operations and should be avoided whenever possible. If
moderate to heavy rain, hail, or sleet is encountered, reducing
airspeed can reduce overall precipitation intake. Also, maintaining
an increased minimum thrust setting can improve engine tolerance to
precipitation intake, provide additional stall margin, and reduce the
possibility of engine instability or thrust loss.
Dave Collett 114

February 12, 2018
Ram Air Turbine Deploys automatically inflight if both engines fail. II
Automatic deployment is inhibited on the ground, but manual
deployment is possible.
Powers the flight control portion of the center hydraulic system only.
Requires airspeed above 130 kts to maintain aircraft control.
Ram Air Turbine The Ram Air Turbine switch will deploy the ram air turbine inflight NP 20.25
and may deploy it on the ground. (Don’t touch the switch on the
ground. You could kill somebody.)
Ramp Inspections The location of various aircraft forms and licenses is listed in FOM F 30.5.1
Chapter 30.
If a copy of a ramp inspection report is received, send the report via
COMAT to ATG, Dept. 027, Flight Operations Quality Assurance
and Compliance.
Raw Data On ILS-DME approaches, one pilot must select ILS or APP (not Map) GS
on his EFIS control panel to display DME from the localizer on the
RDMI.
To monitor raw data on a VOR approach, select Manual on the VOR
control panel and tune the correct VOR frequency. This prevents the
FMS from auto-tuning the VOR to another station. You can then
monitor raw data with either the RDMI or on the HSI with VOR
selected on the EFIS control panel.
For DME distances to a VOR station, it is also necessary to select
Manual on the VOR control panel and manually tune the VOR
frequency to force the appropriate DME to the RDMI and prevent
the VOR from auto-tuning to another station.
Selecting Manual on the VOR panel will cause the tuned VOR station
and the selected course to be displayed on the HSI map. Be aware
this is not raw data. It’s just a computer-generated display based on
FMS position. If the FMS position is wrong, the display will be
wrong. To actually check raw data, use the RDMI or select VOR
mode and dial in the desired course.
On NDB approaches, make sure the NDB is tuned and the left
VOR/ADF selector on the RDMI is in ADF.
Raw Data On all non-RNAV approaches pilots must monitor applicable raw data T 5.035
to determine course guidance and FMS map validity at the FAF.
• one pilot must display raw data associated with the approach
• localizer course deviation may be monitored on the ADI
• VOR or NDB course raw data may be monitored on the RDMI
In lieu of monitoring ground based navigation facilities, GPS can be
used to determine relative position at the FAF.
• confirm GPS updating on POS REF page 2/4 and no "Unable
RNP" EICAS message is displayed
One pilot must monitor VTK error not later than the FAF.
• VTK error constraints of +/- 50 feet will meet step down altitude
restrictions, if applicable, between the FAF and the runway
(Changed to +/- 75 feet in FB 17-13.) FB 17-13
For non-ILS or ILS-G/S Out approaches, raw data monitoring of the T 5.037
MAP is not required due to the accuracy of GPS or FMC
positioning.
Recirc Fan (757) Do not turn off the left recirc fan on the 757. SP 2.01
Recirc Fans During hot weather the recirc fans have a negative effect on passenger SP 16.40
comfort because they introduce hot air from around the cargo
compartments to the mix manifold. Turn the recirc fan(s) off during
hot weather. (But do not turn off the left recirc fan on the 757.)
Dave Collett 115

February 12, 2018
Recirc Fans Turn the recirc fans off when external air is in use, except do not turn SP 2.01
off the left recirc fan on the 757.
Responsibilities: Captain Allow only current and qualified pilots to occupy a control seat. F 10.2.2
(Don’t allow a flight attendant to sit in a pilot seat during a lav
break.)
Allow admission to the flight deck only to authorized persons.
Allow a Line Check Pilot to assume command if being relieved.
Responsibilities: Captain The Captain is responsible for: F 14.1.01
• the safety of customers, crew, cargo, and aircraft
• maintaining flight watch capability with Flight Control
• notifying the Dispatcher of any significant route changes,
maintenance irregularities, etc. that may affect the flight or down
line operations, to include:
§ lateral deviations of more than 100 nm
§ deviation from flight plan cruise altitude of more than 4,000
feet for more than 30 minutes
§ any condition that will affect ETA by more than 15 minutes
§ if the flight will arrive at the destination or alternate with less
than minimum FAR fuel reserves
§ fuel consumption greater than planned
§ change in destination weather
§ any diversion to alternate unless previously discussed
§ any change of destination or designated alternate airport
§ any pre-dispatch EFB failure resulting in the use of a Go file
§ any inflight EFB failure resulting in less than two fully
operational EFBs
The requirement to notify the Dispatcher cannot be satisfied by
communicating with any other agency or entity.
Responsibilities: Dispatcher The Dispatcher is responsible for: F 14.1.02
• flight monitoring
• issuing necessary safety of flight information
• canceling or redispatching the flight if unsafe or unable to
continue as planned.
The Dispatcher will recompute ETE, fuel burn, and arrival fuel for all
route amendments using the latest information available, if
requested.
Responsibilities: Joint The Captain and the Dispatcher have joint responsibility and must F 14.1.01
agree that the planned flight is safe and can be operated in
accordance with FARs and Company policy. Either may delay the
flight, but only the Dispatcher may cancel a flight.
Reverse Thrust Movement of the reverse thrust lever could result in operation of the NP 20.32
engine thrust reverser even with the engine shut down.
Reverse Thrust Warning: After reverse thrust is initiated, a full stop landing must be NP 20.81
made.
Initiate movement toward reverse idle by 80 knots and reach the
reverse idle detent prior to taxi speed. The PM should call “80
knots.”
Stow the thrust reversers after the engines have decelerated to idle.
Reverse Thrust After reverse thrust is initiated following touchdown, a full stop T 5.124
landing must be made. If an engine stays in reverse, safe flight is not
possible.
Reverse Thrust and Speedbrakes Reverse thrust and speedbrake drag are most effective during the high- T 6.24
speed portion of the landing. Deploy speedbrakes and activate
reverse thrust with as little delay as possible.
Dave Collett 116

February 12, 2018
RNAV (RNP) Documentation To document RNAV (RNP) approaches with ACARS 601, select RNP SP 5.057
APPR from the Arrivals page and complete the form.
To document RNAV (RNP) approaches with ACARS 501, use the
Enroute – Downlinks – Other page and send a message to SP 5.058
ATLWDDL. Example: KATL RNAV (RNP) Z 27L SAT. If the
approach was unsatisfactory, state the reason.
RNAV Approaches The lowest approach minimum for RNAV(RNP) approaches is now FB 17-13
RNP 0.13. After commencing the approach, if the cross track error
equals or exceeds 0.2 nm for RNP 0.13 to 0.19 approaches or 0.3 nm
for RNP ³ 0.2 approaches, a missed approach must be executed
unless the approach lights or runway is in sight.
In addition, once inside the FAF/PFAF for any approach using VNAV,
a missed approach must be executed if the vertical error exceeds
± 75 feet unless the approach lights or runway is in sight.
RNAV Approaches RNAV (RNP) approach reports are required and autoland attempts NP 20.87
must be recorded.
RNAV Approaches A flight may be dispatched to conduct GPS approaches at the OS 1.09
destination or the alternate, but not both.
When dispatched to a GPS approach at either the destination or the
alternate, Flight Control must accomplish a PRAIM analysis and
indicate on the flight plan that RNAV approaches are okay during
the specified time period.
RNAV Approaches LNAV/VNAV navigation is normally used to fly RNAV approaches. OS 4.26
Unless specifically stated otherwise, RNAV approaches require the
use of GPS. The following limitations and provisions apply:
• RNAV approach capability must be authorized in the AOM
• the approach must be line selectable from the database
• waypoints between the PFAF/FAF/FAP and the RWY may not
be modified or manually re-entered, except for speed changes
required to comply with ATC clearances
• the autopilot is required whenever the reported weather is less
than a 1000 foot ceiling or 3 miles visibility
• an RNP value of 1.0 (or less) must be used for the initial and
missed approach segments
• an RNP value of 0.3 must be used for the final approach segment
for RNAV(GPS) approaches
• the published RNP value must be used for the final approach
segment of RNAV(RNP) approaches but may not be lower than
the RNP authorized for the aircraft
• if VNAV is used the altimeter setting must be from the local
facility. Remote altimetry is not authorized.
• unless in VMC, a missed approach must be executed if the ANP
becomes greater than the RNP (e.g. “Unable RNP” message)
RNAV Approaches Delta aircraft may not use LPV minimums for RNAV approaches. OS 4.27
The lowest RNP for RNAV (RNP) approaches at the destination for
the 757/767 is RNP 0.15 with the autopilot and RNP 0.28 with the
flight director. (Changed to RNP 0.13 with FB 17-03.) FB 17-03
At the alternate, the lowest RNP is RNP 0.30. OS 4.28
Dave Collett 117

February 12, 2018
RNAV Approaches During RNAV (RNP) operations, crews may experience occasional T 7.22
momentary Caution-level terrain alerts. If these alerts are of short
duration and have ceased, crews should verify they are on the correct
path and consider continuing the approach in LNAV and VNAV.
The risks of terrain contact during the terrain avoidance maneuver
may be higher than continuing on the required track.
Warning-level terrain alerts (“Pull Up!”) always require immediate
action. The most appropriate action depends on where the terrain
avoidance maneuver is initiated.
RNAV Departures The autopilot is recommended for RNAV departures, strict noise GS
abatement departures, and other departure procedures where ground
track is critical.
RNAV Departures When hand-flying, the flight director may command an overshoot GS
during turns on an RNAV departure leading to a flight path
deviation. Either engage the autopilot (it won’t overshoot) or
disregard the flight director command bars and overlay the trend
vector on the HSI path to accurately fly the route. (Put the noodle on
the magenta line.)
Dave Collett 118

February 12, 2018
RNAV Departures Accomplish a full IRS alignment prior to taxi. T 3.50
Ensure the waypoints, speed, and altitude constraints of the RNAV
departure selected from the database match those depicted on the
published Jeppesen procedure for the departure runway.
Ensure that critical DMEs (if identified) are operative. Critical DMEs
do not apply to aircraft with GPS operative. All other aircraft depend
on DME radio updating for navigation accuracy during RNAV
departures. Therefore, when operating ships with GPS inoperative,
check the NOTAMS to ensure that all critical DMEs are operative.
For ships with GPS inoperative and with autothrottle or N1/EPR
switch inoperative, consider a fast realignment immediately prior to
pushback to refine aircraft position.
PDCs will state either CLIMB VIA or CLIMB MAINTAIN. Make
sure you know which one to fly.
Ensure the departure runway selected in the FMS is the assigned T 3.51
departure runway and the associated first fix on the HSI matches the
assigned departure clearance.
When approaching the departure runway, check the aircraft versus
runway position on the HSI in the 10 nm scale and verify the aircraft
symbol is in close proximity to the departure end of the runway. Do
not use LNAV for departure if the FMS position is incorrect. In the
HSI 10 nm scale, the width of the runway symbol is 1,515 feet. For
lateral alignment, when on the runway, the tip of the aircraft triangle
should be between, or very close to, the runway symbol edge lines.
Check the position is also within 1,000 feet longitudinally. If the
aircraft map position is greater than 1,000 feet from the actual
runway takeoff position, or cannot be determined, request radar
vectors to the first fix.
The FMS will begin to search for suitable radio updates after the
aircraft reaches 100 knots on takeoff roll.
If the departure procedure requires an LNAV track from the runway,
arm LNAV before takeoff.
Pay close attention to the takeoff clearance. “Delta 123, cleared for
takeoff” is the standard clearance issued to fly the RNAV SID as
published.
Use of the autopilot is strongly encouraged. It is recommended to
engage the autopilot at approximately 1,000' AFE after VNAV is
selected and climb power is set.
Whenever a significant course change is depicted, expect the FMC to
issue turn anticipation for fly-by waypoints (waypoints depicted on
Jeppesen charts without a circle around them).
Dave Collett 119

February 12, 2018
RNAV Departures RNAV SID and STAR design is based on keeping path accuracy T 3.52
within 0.5 nm. Deviations are not acceptable. On the HSI in the
10 nm scale, the base of the airplane symbol represents
approximately 1 nm. Pilots may use the airplane symbol or the
Progress page 2 to monitor path accuracy.
During turns, commands from the flight director may direct an
overshoot. Use the autopilot or, if hand flying, overlay the trend
vector on the magenta line to accurately fly the depicted route. (Put
the noodle on the magenta line.)
Pilots shall respond to “climb via” clearances by repeating the
clearance verbatim. (Say “climb via.”) When changing frequencies
or on initial contact, advise ATC of current altitude and “climbing
via” the procedure name. If an assigned altitude or speed is not
contained on the SID, advise ATC of restrictions assigned by the
prior controller.
If vectored off of an RNAV departure, ATC must provide a new
altitude and heading. All restrictions are canceled, including any
speed assignments, unless ATC provides another speed assignment. T 3.53
When cleared back onto a procedure, any succeeding charted speed
restrictions apply.
RNAV PRAIM PRAIM is required to dispatch to any GPS-based or GPS overlay of a OS 2.13
non-precision approach.
When dispatched to a GPS-required or GPS overlay approach, the
Dispatcher will add a flight plan remark regarding satellite coverage
gaps.
PRAIM predictions are very reliable so do not expect to fly an RNAV
approach during forecast PRAIM satellite coverage gaps. Holding
until ANP is within limits, flying a different approach or diverting to
another airport may be required.
PRAIM is not required for dispatch to RNAV departures or arrivals.
RNAV PRAIM PRAIM is a dispatch requirement only. An RNAV (RNP) approach T 5.043
may be initiated as long as the ANP is less than the required
approach RNP.
RNAV RNP Crew entry of an RNP will prevent automatic RNP changes until the T 5.073
crew deletes the RNP entry.
If an RNP is manually set prior to the approach (e.g. 0.3 or 0.13), that
value will stay in the FMS until deleted. The FMS will not
automatically change to the correct RNP for the missed approach,
which is probably higher than the approach RNP.
RNAV RNP 4 All flights operating in Oceanic airspace will verify/set the FMC RNP SP 11.32
value to 4. Switching is normally automatic in Class II airspace
when radio updating terminates, but if automatic switching does not
occur, manually enter an RNP value of 4 and then delete it when
leaving Oceanic airspace.
Rudder Effectiveness The rudder becomes effective at between 40 and 60 knots on takeoff. T 3.04
Rudder Effectiveness Rudder control is effective to approximately 60 knots on landing. T 6.24
Rudder Pedal Adjustment Adjust the rudder pedals to permit full rudder pedal travel and full NP 20.41
brake application at the same time.
Runway Change If a runway change is required prior to takeoff, do not just type the GS
new runway into the Runway line on the Route page. Always select
the runway and departure procedure from the DEP/ARR page
instead.
Dave Collett 120

February 12, 2018
Runway Change A ■ indicates items on the checklists that should be considered for re- NP 11.06
accomplishment in the event of a runway, intersection, departure,
performance data or approach change, or go-around.
If the landing runway is changed and the Captain determines the NP 11.07
runway change can be accomplished visually, the runway change
items may be waived.
Runway Contamination Refer to the Guidelines for Takeoff on Contaminated Runways or SP 16.17
Landing with Braking Action Less than Good procedure in SP 16.
Runway Contamination Do not take off if: SP 16.21
• braking action is reported as nil
• water/slush/wet snow exceeds ½ inch (1.2 cm)
• dry snow exceeds 4 inches (10 cm)
A rolling takeoff is strongly advised when the crosswind exceeds
20 knots.
Runway Contamination W (Wet) is automatically selected by AWABS when the runway is SP 16.21
reported as wet on the station’s AWABS template.
Runway Contamination Dry – the runway is dry or the contamination does not cover more than SP 16.22
25% of the runway.
Slippery – braking capability is degraded, but acceleration ability is
unaffected.
• Wet – the runway is wet and the Captain considers braking
capability to be degraded or the runway is covered with packed
snow
• Icy – the runway is covered with ice
Cluttered – both braking capability and acceleration capability is
degraded.
• QCTR (¼ inch clutter) – the runway is covered by the equivalent
of .14-.25 inches of standing water
• HCTR (½ inch clutter) – the runway is covered by the equivalent
of .26-.50 inches of standing water
Runway Contamination When wet, grooved runways and runways with a porous friction SP 16.24
overlay provide braking action approximately equal to a dry runway.
Dry WDR numbers may be used even if the runway is wet.
757-300 aircraft, however, may not consider a wet runway to be dry
even if the runway is grooved or has a porous friction overlay. Wet
WDR numbers must be used if the runway is wet.
Runway Contamination Do not land if: SP 16.25
• braking action is reported as nil in the landing or rollout portion
• standing water, slush or wet snow exceeds 1 inch (2.5 cm)
• dry snow exceeds 4 inches (10 cm)
To minimize stopping distance on a contaminated runway:
• consider using autobrakes for maximum stopping effectiveness
• land as early in the touchdown zone as possible
• do not assume the last 2,000 feet of the runway will have braking
action as good as the touchdown zone
• avoid abrupt steering inputs
• use maximum allowable symmetrical reverse thrust
• if side slipping off the runway, select reverse idle and release
brakes to return to centerline
• the aircraft will tend to drift off the runway nose first with
forward thrust and tail first with reverse thrust
• reverse thrust may reduce forward visibility due to blowing snow
Dave Collett 121

February 12, 2018
Runway Contamination If the Quick Reference Landing Length chart in the FCTM does not SP 16.25
apply and braking action is less than Good or RCC is less than 4,
accomplish an ACARS Landing Performance Request or refer to the
Operational Landing Distance table in the Quick Reference Tab of
the ODM.
Runway Definitions A dry runway is a runway that is dry and the visibility is greater than F 14.1.04
RVR 4000/ ¾ sm.
A wet runway is a runway that is wet or the visibility is less than
RVR 4000/ ¾ sm.
A short runway is a runway less than 7,000 feet for 757-300 and 767
aircraft or less than 6,000 feet for 757-200 aircraft.
Runway Dependent STAR Runway Dependent STARs require the pilot to select a specific SP 11.23
runway in order for the FMC to properly load the entire STAR.
Runway Edge Lights Runway edge lights are required for all takeoff and landing operations: OS 2.03
• between sunset and sunrise (night)
• between sunrise and sunset (day) when the visibility is reported
less than 2 statute miles
Runway Entry Prior to crossing a runway hold short line to either takeoff from or NP 20.65
cross a runway, both crewmembers should confirm their position by
comparing taxiway and runway identification signs to the taxi chart.
Runway for Dispatch Flight Control will normally dispatch a flight to the longest available F 14.1.02
runway based on the FAR wet landing field length and zero wind.
Operational necessity may require dispatch based to the FAR dry
landing field length if forecast conditions permit. This will be noted
in the Remarks section of the flight plan.
Runway Heading The magnetic direction that corresponds with the runway centerline AIM PCG
extended, not the painted runway number. When cleared to “fly or
maintain runway heading,” pilots are expected to fly or maintain the
heading that corresponds with the extended centerline of the
departure runway. Drift correction shall not be applied.
Runway Length If the runway length is less than the Quick Reference Landing Length NP 20.71
in the FCTM, reference the Landing Performance Request or ODM.
Runway Length T 5.008
Quick Reference Landing Flaps 25 or 30 approaches and landings may be conducted normally
Length without reference to the ODM landing distance tables with the
following minimum runway lengths:
• 757-200: 7,000 feet
• 757-300: 8,500 feet
• 767: 8,000 feet
The following assumptions are applied:
• airport elevation 4,000 ft. or less (including KSLC and KDEN)
• touchdown no later than 1,500 ft. from threshold
• up to Max Landing Weight
• Autobrakes 4 or higher
• wet or dry runway
• zero wind and runway slope
• two engines at full reverse thrust
Runway Position on the Before Both pilots will verify and verbalize the uplinked or inserted NP 20.66
Takeoff Checklist runway/intersection displayed on the MCDU and the actual runway
takeoff position observed.
Runway Snow or Ice No flight may takeoff or land with snow or ice on the runway unless F 14.1.04
the pilots have a current field condition or braking action report.
Dave Collett 122

February 12, 2018
Runway Snow Plowing Takeoff on runways that have been plowed is authorized provided the F 14.1.04
runway is plowed at least 50 feet on both sides of the centerline and
snow or ice outside the plowed area but within 75 feet of the
centerline does not exceed 6 inches in depth.
Runway Width The minimum runway width for normal operations is 148 feet F 14.1.03
(45 meters). Exemptions will be listed in the Airport Remarks
section of the flight plan.
RVSM In Oceanic airspace, limit climbs and descents to 1,000 fpm when NAV 1.05
within 5 nm and +/- 2,000 feet of another aircraft
Sand or Dust There are extensive procedures in SP 16 for operations in a sandy or SP 16.44
dusty environment such as during a haboob in Phoenix.
Seat Belt Signs When anticipating turbulence, illuminate the seat belt sign and make a APB 18-04
PA. Notify customers of any attempts to get out of turbulence, such
as altitude changes.
For light turbulence, communicate to the flight leader/purser via
interphone first and follow up with a PA.
For moderate to severe turbulence, communicate to the cabin crew via
PA first and then follow up via interphone with the flight
leader/purser.
If moderate or greater turbulence is expected on descent to destination,
notify flight attendants of the type of turbulence to expect and ask
them to do their final cabin check as early as possible. Include the
request for flight attendants being seated earlier in the descent in the
top of descent PA.
Sample PAs are listed in APB 18-04
Seat Belt Signs In order to ensure that passengers do not become complacent when the F 5.2.2
seat belt sign is on, it is important that the passengers and flight
attendants are made aware of, and continually updated on, the reason
the seat belt sign is illuminated. Ensure the seat belt sign is:
• on when conditions dictate
• off when conditions no longer require its use
Seat Belt Signs When the seat belt sign is turned off for the first time, the Captain NP 20.69
must make a PA advising passengers to keep seat belts fastened
while seated.
Seat Belts Delta requires passengers to keep their seat belts fastened while seated F 11.3.12
and prior to and during all ground movement, takeoffs and landings.
Secure Checklist After coordinating with local maintenance or operations, accomplish NP 20.89
the Secure checklist only when the aircraft is to remain for two hours
or more.
Perform a post flight walk around if at a limited or non-maintenance
station.
Sequenced Flashers Sequenced flashers are not required for any domestic approach but OS 4.29
may be required in some foreign countries for some approaches. OS 4.32
Service Animals Delta will not deny boarding of a service animal that is trained to F 11.3.09
provide assistance to a customer. A customer may have more than
one service animal.
The acceptance of a service animal for transportation in the aircraft
cabin should be determined by ACS.
Dave Collett 123

February 12, 2018
Sidestep Approaches The landing runway must not be more than 1,200 feet from the OS 4.15
approach runway.
If the sidestep is a published instrument approach procedure there will
be weather minimums on the approach plate.
If the sidestep is an informal maneuver it must be conducted in VMC
and with the agreement of both ATC and the aircrew.
Anytime an aircraft is flying an instrument approach in IMC and plans
to land on another runway it is considered a circling approach unless
sidestep minimums are published for the runway of intended
landing.
Single-Engine Taxi As a technique: GS
• all 757s can be taxied on single engine at all gross weights
• domestic 767s with GE engines can be taxied on single engine at
gross weights under 300,000 pounds
• domestic 767s with P&W engines can be taxied on single engine
at gross weights under 390,000 pounds
• all 767ERs can be taxied on single engine at gross weights under
390,000 pounds
Single-Engine Taxi Taxi on single engine unless operational necessity dictates otherwise. NP 20.52
Normally taxi out for takeoff on the left engine in a 757 and on the
right engine in a 767, although using the opposite engine is
permitted.
After landing and engine cool down, normally shut down the left NP 20.83
engine on a 757 and either engine on a 767.
SLOP Strategic Lateral Offset Procedures (SLOP) are not authorized in NAV 1.13
certain countries, e.g. Hong Kong and continental Canada. Refer to
the Airway Manual country-specific pages for additional
information.
Always offset to the right. Never offset to the left.
In Oceanic airspace on Atlantic and Pacific organized and random
tracks, pilots should randomly select between centerline or 1 nm or
2 nm right of centerline to achieve an equal distribution of flying
between the three positions.
In Oceanic airspace on airways, pilots should randomly select 1 nm or NAV 1.14
2 nm right of centerline.
In WATRS Plus airspace beyond radar coverage, pilots flying an
airway or random route should fly lateral offsets of either 1 nm or
2 nm right of centerline with the following exceptions:
• offsets are not authorized on M-201 between BAHAA and
PAEPR, and L-453 between PAEPR and AZEZU
• offsets are not authorized on “Y” or “Q” routes
In the Gulf of Mexico (GOMEX) beyond radar coverage, pilots should
fly centerline or the lateral offsets of either 1 nm or 2 nm right of
centerline. Offsets are not authorized on “Y” or “Q” routes.
In Africa and Russia/Russian Far East, pilots will offset 1 nm right of
centerline.
In South America (south of 8º North), pilots should offset 1 nm right
of centerline.
SLOP is not in the terminology of some Air Traffic Service Units. If
asked, the recommended response is, for example: “Delta 1234 is
flying a 1 nm parallel offset.”
Dave Collett 124

February 12, 2018
SMGCS Some procedures may take effect at RVR 1200 even though a SMGCS OS 2.07
chart is only required below RVR 500.
The SMGCS chart, if available, should be referenced for any CAT III OS 2.08
approach and for any taxi out for takeoff when the visibility is
reported below RVR 1200.
If the visibility is below RVR 500, the ATIS will state that low
visibility procedures are in progress and pilots will notify ATC of
their approach minima.
Smoke, Fire or Fumes The flight crew should don the oxygen mask anytime smoke, fire or Q 8.08
fumes are detected in the flight deck.
Smoke, Fire or Fumes If at the gate, refer to the Evacuation checklist. Q 8.10
If not at the gate, unless the smoke, fire or fumes is associated with an
annunciated checklist (e.g. Cargo Fire), always start with the Smoke,
Fire or Fumes checklist. Complete the Smoke or Fumes Removal
checklist only when directed by the Smoke, Fire or Fumes checklist
or if the smoke or fumes become the greatest threat.
Smoke, Fire or Fumes It must be stressed that for smoke that continues or a fire that cannot Q NNCI 1.3
be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
If a smoke, fire or fumes situation becomes uncontrollable, the flight
crew should consider an immediate landing. “Immediate landing”
implies immediate diversion to a runway; however, in a severe
situation, the flight crew should consider an overweight landing, a
tailwind landing, an off-airport landing, or a ditching.
Smoke, Fume or Odor Events To assist maintenance following a smoke, fume or odor event, F 2.3.10
complete the questionnaire in the logbook in addition to making a
logbook write up. Leave the questionnaire in the front of the
logbook.
Smoking Federal Aviation Regulations prohibit smoking at any time on board F 11.3.09
an aircraft. Smoking in lavatories, and tampering with, disabling, or
destroying a smoke detector in an aircraft lavatory is prohibited.
Customers and crew are prohibited from using e-cigarettes and vapor F 11.3.10
cigarettes on board and also prohibited from charging the devices or
their batteries on board the aircraft.
Use of smokeless tobacco (e.g. chewing tobacco) by customers and
crew members is prohibited.
Smoking If a customer smokes in the lavatory, or tampers with or disables the F 11.3.10
smoke detector, it will be assumed the customer is aware of the no
smoking policy and intends to conceal their action.
Delta will pursue civil penalty action by the FAA for all cases of
smoking in the lavatory, or tampering with or disabling the smoke
detector.
If a customer does not comply with the no smoking policy:
• request that Company personnel and law enforcement meet the
aircraft in order to obtain positive identification. If law
enforcement is summoned, it does not imply that the customer
will be placed under arrest.
• obtain positive identification of the customer, to include name,
address, and DOB. Seat assignment and a physical description
are also helpful. This enables Corporate Security and the FAA to
take appropriate legal action.
• refer to Customer Misconduct/Removal for additional guidance
Dave Collett 125

February 12, 2018
Special Structural Inspection A special aircraft structural inspection is required when an aircraft is F 2.3.11
subjected to unusual stress, strain, or buffeting, or the manufacturer's
operating limitations are exceeded. The complete list of events that
require a special inspection is in the FOM and includes overspeeds,
hard landings, overweight landings, bird strikes, lightning strikes and
high-energy stops. Contact the Dispatcher and make a logbook entry.
Special VFR Special VFR, including Local Conditions, is not authorized. OS 7.03
Special Winter Operations Certain airports are designated as Special Winter Operations Airports WX 2.28
Airports (SWOA) and have additional restrictions when snow, ice or slush is
on the runway or if freezing precipitation is falling and
accumulating. These airports are identified in the Company Pages.
Refer to the Airway Manual Weather chapter for procedures.
Speed Intervention The FMC does not use the speed set on the MCP for fuel or ETA II
predictions so FMC predictions are not accurate if speed intervention
is used for an extended period of time (e.g. during cruise).
Speed Mode In some cases, selecting SPD mode will result in the Vertical Speed SP 4.05
window opening and a possible climb or descent away from the
selected altitude. Use caution!
Speed on Pitch Modes The following four modes are Speed on Pitch modes: GS
• Takeoff
• Flight Level Change
• VNAV SPEED
• Go-Around
In these four modes, pitch controls airspeed and the throttles control
pitch, which is different from how we normally think about flying.
In these modes, the autothrottles will not correct for fast or slow
airspeeds if the pilot does not follow the flight director pitch bar. For
example, if you fly above the pitch bar while climbing in Flight
Level Change, the airspeed will get slow and the autothrottles will
not increase power to speed up and you could eventually stall. If you
fly below the pitch bar, the autothrottles will not reduce power and
you could overspeed flaps or even the airplane. Takeoff and VNAV
SPEED are similar.
Go-Around mode is a little different because the autothrottles are
programed to provide at least a 2,000 fpm climb. If you fly below
the pitch bar on a go-around or attempt to level off at any altitude
prior to altitude capture, the autothrottles will sense less than a 2,000
fpm climb and increase power to obtain it. Airspeed will increase
very rapidly which can easily lead to an overspeed.
Speed Reduction In level flight at average gross weights, the airplane can slow T 4.29
approximately 10 knots per nautical mile of distance traveled. For
example, it takes approximately 5 nm to lose 50 knots. Speedbrakes
reduces that distance by about 30%.
Speedbrakes Arming the speedbrake prior to landing is required by the checklist NP 20.77
unless directed otherwise by an abnormal procedure.
Speedbrakes On blended winglet airplanes, speedbrakes will autostow to the 50% Q 2.02
flight detent if airspeed exceeds 330 knots (757) or 320 knots (767).
Do not override the autostow function unless airspeed is less than
325 knots (757) or 315 knots (767).
Speedbrakes Do not deploy speedbrakes manually until the nosewheel is on the Q 9.04
ground. Deploying speedbrakes manually before nosewheel
touchdown may cause a pronounced nose pitch up, increasing the
likelihood of a tail strike.
Speedbrakes The PF should keep his hand on the speedbrake lever when the T 4.30
speedbrakes are used inflight.
Dave Collett 126
February 12, 2018
Speedbrakes To avoid buffeting, use of speedbrakes with flaps greater than 5 should T 4.30
be avoided.
Speedbrakes Use caution when retracting the speedbrakes close to Vmo/Mmo or a T 4.30
flap limit speed. The airplane will accelerate during retraction and
may overspeed the airframe or flaps. Retract the speedbrakes very
slowly or, preferably, slow down first and then retract them.
Additionally, use caution when retracting the speedbrakes close to
Vmo/Mmo during altitude capture. Reduce speed prior to altitude
capture or wait until after altitude capture to reduce speed and then
stow the speedbrakes.
Speedbrakes If higher than idle thrust is maintained through initial touchdown on T 6.22
landing, automatic speedbrake deployment may be disabled even
when the speedbrakes are armed.
Speedbrakes Unless speedbrakes are raised after touchdown, braking effectiveness T 6.23
may be reduced initially as much as 60% since very little weight is
on the wheels and brake application may cause rapid anti-skid
modulation.
Speedbrakes When Auto speedbrakes are used for landing, speedbrake deployment T 6.23
will occur while the nosewheel is lowered to the runway with little
adverse pitch effects. (Not true for manual speedbrake deployment.)
Speedbrake deployment is initiated immediately after main landing
gear tilt sensors transition to ground mode and the thrust levers are
near idle. On the 757, deployment of four outboard spoiler panels is
delayed momentarily to reduce nose pitch up.
Spring-Loaded Latch A bronze-colored spring-loaded safety latch is required for galley carts GS
in the aft galley that could roll down the aisle if not restrained.
Stalled Condition A stalled condition can exist at any attitude and may be recognized by T 7.16
one or more of the following:
• stall warning
• buffeting, which could be heavy
• lack of pitch authority
• lack of roll control
• inability to arrest descent rate
Complete the All-Attitude Upset Recovery Strategy.
Standby Power Consider that a normal descent from cruise altitude takes about 25 GS
minutes and most aircraft batteries will only last about 30 minutes
(90 minutes on some airplanes) after an electrical failure. If you can't
start the APU after the generators trip off, an expeditious descent and
divert might be wise.
Standby Power If the airplane is on Standby power, all the CRT screens will be blank. GS
(“Nobody can watch TV.”) If any ADI or HSI is powered (“If
anybody can watch TV”), the airplane is not on Standby power.
Standby Power Flight beyond 30 minutes on Standby Power (battery power) will Q 6.04
result in complete loss of electrical power.
On the 767, complete loss of electrical power will result in the
inability to extend the landing gear and flaps.
All 757-300s, all 767ERs and some 757s have an HDG installed to Differences
prevent operating on Standby Power.
Dave Collett 127

February 12, 2018
Standby Power Check Required prior to the first flight of the day. SP 6.06
The aircraft must be on the ground with all busses powered.
• Standby Power Selector – BAT
• Observe the battery DISCH light (APU BAT DISCH and MAIN
BAT DISCH lights on some aircraft) illuminates and the standby
power OFF light remains extinguished
• Standby Power Selector – AUTO
• Observe the battery DISCH light (APU BAT DISCH and MAIN
BAT DISCH lights on some aircraft) extinguishes and the
standby power OFF light remains extinguished
Sterile Flight Deck Pilots will conduct only those activities related to the safe operation of F 10.3.1
the aircraft during critical phases of flight (pushback, taxi, takeoff,
landing, and flight below 10,000 feet AFE).
Examples of activities not permitted during critical phases of flight are
eating meals, nonessential PAs, and nonessential communication
between pilots and/or flight attendants.
Stop Bar At no time will a pilot cross an illuminated red stop bar. OS 2.10
Stuck Chocks Pilots should not release brakes to remove stuck chocks until pushback F 30.2.1
(aircraft movement) is imminent.
Tactical Cost Index Pilots should attempt to land as early in the 10-minute Target Landing F 4.2.2
Window as possible.
A speed-up TCI will only be used if the flight is less than 60 minutes F 4.2.3
late.
Notify ATC for any change in true airspeed when it varies by 5% or
10 knots, whichever is greater. (Domestic and Oceanic ATC has
been cracking down on this recently.)
Notify Flight Control if TCI use changes ETA by more than 15
minutes. On flights over six hours, notify Flight Control if the
derived Cost Index is different than the flight planned value.
Tail Strike Tips to avoid tail strikes: GS
• use Flaps 25 for landing. On the 767, Flaps 25 requires a lower
pitch attitude at touchdown.
• reduce thrust slower on GE engines. GE engines spool down
faster, so reduce thrust slower.
• lower the nosewheel to the runway. On the 767, the nose tends to
pitch up after touchdown, so be ready to counteract and fly the
nosewheel to the runway.
• do not manually deploy the speedbrakes until after the nosewheel
is on the ground. Manually extending speedbrakes may cause a
pronounced nose-up pitch so wait until the nosewheel is on the
runway.
Tail Strike Continued pressurization of the airplane can cause further structural Q 0.40
damage.
Dave Collett 128

February 12, 2018
Tail Strike A tail strike can be identified by the flight crew or cabin crew. T 3.34
Any one of the following conditions can be an indication of a tail
strike during rotation or flare:
• a noticeable bump or jolt
• a scraping noise from the tail of the airplane
• the TAILSKID light (767, 757-300) or TAIL STRIKE EICAS
message (757-300) may be displayed
Anytime fuselage contact is suspected or confirmed, accomplish the
appropriate QRH checklist without delay.
On the 767 and 757-300, the TAIL SKID EICAS message and the
TAILSKID light indicate the tailskid position disagrees with the
landing gear position. Although these alerts may help determine if a
suspected tail strike has occurred, these alerts are not intended as the
only verification of an actual tail strike.
The TAIL STRIKE EICAS message on the 757-300 provides an
additional indication of a tail strike.
Tail Strike The most common cause of a tail strike is an unstabilized approach. T 6.08
The second most common cause is an extended flare. T 6.09
Trimming in the flare may contribute to a tail strike.
Mishandling crosswinds increases the chance of a tail strike.
Go-Arounds initiated very late in the approach, such as during the T 6.10
landing flare or after touching down, are a common cause of tail
strikes.
Takeoff The only way to break Throttle Hold and engage the autothrottles after GS
takeoff is to push a button on the TMSP. We normally press the
Climb Power button at 1,000' AFE or at 1,500' AFE on an NADP 1.
Takeoff After takeoff thrust is set, the Captain’s hand must remain on the NP 20.67
thrust levers until V1.
Takeoff A static takeoff is required whenever the visibility is below RVR OS 3.02
1600. The Captain must make this takeoff. (RVR 1600 is the lowest
allowable First Officer takeoff.)
Takeoff When a Special Takeoff (Close-In/ICAO NADP 1) noise abatement SP 11.43
takeoff is planned, ensure “3000” is entered on the ACCEL HT line
on Takeoff page 2 in the FMS.
Takeoff A standing takeoff is required whenever engine anti-ice is on and the SP 16.09
OAT is 3°C or below.
Takeoff If you have been holding in position on the runway for more than 90 T 2.05
seconds, or upon seeing a potential conflict, contact the tower.
When assigned a departure at an intersection, state the intersection
departure during the clearance and read back.
Takeoff A rolling takeoff while setting takeoff thrust is recommended (unless a T 3.02
static or standing takeoff is required) because it expedites takeoff
and reduces the risk of foreign object damage or engine surge or stall
due to a tailwind or crosswind. The change in takeoff roll due to a
rolling takeoff is negligible compared to a standing takeoff.
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February 12, 2018
Takeoff Rolling Takeoff: maintain normal taxi speed while entering the T 3.02
runway. When the airplane is aligned with the centerline, release the
nosewheel tiller and apply thrust. There is no need to stop.
Static Takeoff: stop the airplane aligned with the centerline, release
the nosewheel tiller, release brakes and apply thrust. There is no
need to hold the brakes while applying thrust. This satisfies the
requirement for a static takeoff during low visibility.
Standing Takeoff: align the airplane with the centerline, release the
nosewheel tiller and hold the brakes while advancing power to at
least 60% N1. When the engines are stabilized, release brakes and
promptly advance thrust levers to takeoff thrust. A standing takeoff
is required with engine anti-ice is on and the OAT is 3°C or below.
Takeoff During takeoff in headwinds of 20 knots or greater, Throttle Hold may T 3.03
be reached before the autothrottles can make final thrust
adjustments. In that case, set required takeoff power manually.
Takeoff To prevent engine surge, a rolling takeoff is strongly advised when T 3.10
crosswinds exceed 20 knots or tailwinds exceed 10 knots.
Takeoff For takeoff in gusty winds or strong crosswinds, consider using a T 3.11
higher thrust setting than the minimum required.
When the prevailing wind is at or near 90° to the runway, the
possibility of a wind shift to a tailwind during rotation or liftoff
increases. During this condition, consider using a thrust setting close
to or at maximum takeoff thrust.
Takeoff By definition, all V1 speeds result in the accelerate-go distance being T 3.18
equal to the accelerate-stop distance. A balanced field condition
occurs when the accelerate-go/stop distance equals the length of the
available runway.
Takeoff Obstacle clearance, noise abatement, or departure procedures may T 3.36
require an immediate turn after takeoff. If required, initiate the turn
at the appropriate altitude (normally at least 400 feet AGL) and
maintain V2 + 15 to V2 + 25 knots with takeoff flaps.
A maximum bank angle of 30° is permitted at V2 + 15 with takeoff
flaps.
Takeoff When an immediate turn after takeoff is necessary, the desired heading T 3.36
may be preset on the MCP before takeoff.
Presetting the heading for a turn of more than 180° and then selecting
Heading Select, will cause the autoflight system to command a turn
in the shortest direction, which may be contrary to the ATC
clearance.
Takeoff Use of Company climb performance data on a Normal Takeoff Profile T 3.40
(Distant/ICAO NADP 2) ensures compliance with Class C and D
airspace speed restrictions.
Takeoff (757) On a Flaps 5 takeoff, the nose (yoke) will feel heavy. Not true at other T 3.05
takeoff flap settings on the 757 or at any takeoff flap setting on the
767.
Takeoff (Flaps 1) On the 757-200, Flaps 1 is a Boeing-allowed takeoff flap position, but II
Delta does not use it for takeoff. Therefore, if the flaps are
inadvertently set to Flaps 1 on a 757-200, you will not get a Takeoff
Configuration Warning on takeoff. Use caution!
Takeoff (Flaps 1) Flaps 1 is not an approved takeoff flap setting at Delta but some T 3.01
airplanes will not provide a takeoff configuration warning if Flaps 1
is inadvertently set. Therefore, always confirm that Flaps 5, 15 or 20
is set by checking the flap indicator is at or between 12 and 3
o’clock.
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February 12, 2018
Takeoff Configuration Warning During the Takeoff Configuration Test, the only EICAS messages GS
should be for flaps and possibly the parking brake if it is set.
Unnecessary RTOs have occurred because the speedbrake lever was
slightly out of the detent and triggered the warning on takeoff roll. A
proper test would have caught that during preflight.
Takeoff Configuration Warning The Takeoff Configuration Warning will be activated when advancing SP 15.05
power and:
• flaps are not in a takeoff position, or
• speedbrakes are not down, or (4 items)
• the stabilizer set greater than the green band, or
• the parking brake is set
Takeoff Data Uplink If differences exist between the Takeoff Data Uplink and the WDR, SP 5.060
the WDR is the controlling document.
Takeoff Minimums Only apply takeoff minima as low as published on the airport page OS 3.01
unless authorized by NOTAM or a flight plan remark.
Takeoff Minimums Standard takeoff minimums are RVR 5000 (1500 m) or 1 statute mile OS 3.01
(1600 m).
Takeoff Trim FMS trim data may be used if within 0.2 units of the WDR value. NP 20.58
TAT Probes TAT probes are aspirated with bleed air from the engines, APU or SP 16.40
ground external air (huffer air, not conditioned air). During hot
weather operations, the FMS may not accept an assumed
temperature derate if bleed air is not available due to high TAT
probe temperatures. In that case, delay selecting an assumed
temperature derate until after bleed air is applied.
Taxi Complex taxi clearances should be written down or entered into the T 2.04
MCDU scratchpad when received.
An airport diagram should be readily available to each crewmember
during taxi.
Be aware that hold short lines may be located as far as 400 feet from a
runway edge.
Taxi If more than 80% N2 is necessary, ensure the area behind the aircraft T 2.06
is clear.
Taxi Differential braking and braking while turning should be avoided T 2.09
under normal circumstances.
Avoid stopping the airplane in a turn because excessive thrust is T 2.11
required to start taxiing again.
Taxi Delays When necessary to return to the gate for DOT 3-hour or 4-hour F 4.1.07
compliance, pilots must use the terminology, “Due to the Tarmac
Rule we need to be expedited to the gate.” Using the term “tarmac”
triggers action on the part of FAA and ensures the necessary priority
is utilized by ground control.
Taxi Delays Pilots should proactively send estimated takeoff (ETO) updates via F 4.1.11
ACARS when expected takeoff time exceeds planned departure time
plus taxi time by more than 15 minutes.
Pilots must provide an ETO when an ACARS takeoff delay uplink is
received. If additional delays exceed the previous ETO by 15
minutes, another ACARS ETO update is required.
Taxi Delays If all engines are shut down while off the gate, such as during a long NP 11.01
taxi delay, all procedures and checklists will be performed again
starting with the Pushback checklist.
Taxi Light Some 757s do not have a taxi light. Use the nose landing light instead. NP 12.10
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February 12, 2018
Taxi Speed Approximately 20 knots, adjusted for conditions. T 2.09
On long, straight taxi routes, speeds up to 30 knots are acceptable, but
use caution with the nosewheel tiller at speeds above 20 knots to
avoid over controlling the nosewheel.
Speed should be reduced when approaching a turn. On a dry surface,
use approximately 10 knots for turn angles greater than those
typically used for high-speed runway turnoffs.
Taxiway Contamination Consider starting both engines when anticipating taxi on slippery or SP 16.04
contaminated surfaces.
Taxiway Contamination Avoid taxing in deep snow or slush because steering will be more SP 16.07
difficult. Brakes, gear and flaps may also freeze after takeoff if
contaminated with snow or slush.
Taxi slowly, use small tiller and rudder inputs and apply minimum
thrust smoothly. Differential thrust may be used to help maintain
momentum during turns. At all other times, apply thrust evenly.
Taxiing on slippery taxiways or runways at excessive speed or with
high crosswinds may start a skid.
When operating the engines over significant amounts of standing
deicing or anti-icing fluid, limit thrust to the minimum required.
Excessive ingestion of deicing or anti-icing fluid can cause fluid to
build up on engine compressor blades resulting in compressor stalls
and engine surges.
TCAS Test IRUs must be aligned and in Nav mode for a TCAS test. SP 15.06
Thunderstorms If thunderstorms are approaching the intended runway of use or the WX 2.24
assigned departure or arrival, the Captain shall assess the potential
for encountering the threats associated with convective activity.
These threats include:
• potential for or reports of shifting and gusting winds
• possible windshear
• heavy rain or hail
• roll clouds from underneath an area or line of thunderstorms
• cloud-to-cloud or cloud-to-ground lightning
• tornado or tornado warning
Thunderstorms Do not operate through an area of thunderstorms unless separations WX 2.25
between individual thunderstorm cells are at least:
• 5 miles if below 10,000 feet
• 10 miles if between 10,000 and 25,000 feet
• 20 miles if at or above 25,000 feet
Avoid flying directly over the top of a thunderstorm cell within 5,000
feet of the radar return.
When possible, detour between the cells of a squall line rather than
over them.
Visual observation is the most reliable way to determine storm height.
Airborne radar is usually unable to detect thunderstorm tops which
are made up of water vapor and ice crystals.
Deviate upwind when possible.
Turbulence can be expected downwind from the storm 1 nm for each WX 2.26
knot of wind at altitude.
To avoid hail, do not fly under the anvil or in cirrus or cirrostratus
layers downwind of the storm top.
Hail has been encountered as much as 20 miles downwind from large
thunderstorms.
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February 12, 2018
Tire Failure Consider continuing to the destination unless there is evidence that Q 14.26
other damage has occurred such as abnormal engine indications,
engine vibration or loss of hydraulic pressure or quantity.
Continuing to the destination ensures a lighter landing weight and
allows the crew to plan and coordinate the arrival and landing when
workload is low.
Advise ATC of possible tire remnants on the departure runway.
Tire Failure (757) Loss of two aft main gear tires on the 757 may cause the aircraft T 8.31
air/ground sensing system to remain in the air mode causing loss of
thrust reversers and the need to manually deploy the speedbrakes.
Touchdown Zone Elevation Touchdown Zone Elevation (TDZE) is the highest elevation in the first AIM PCG
3,000 feet of the landing surface.
Transponder Codes OS 2.03
Emergency 7700
Radio Failure 7600 (do not squawk 7700 first for simple lost comm)
Unlawful Interference 7500
Oceanic 2000 (except in WATRS airspace, Reykjavik OCA, and approaching
Guam)
Transponder Source Selector During preflight, set 1 or L if the left or center autopilot will be used NP 20.34
and set 2 or R if the right autopilot will be used.
Troubleshooting Troubleshooting beyond checklist directed actions is rarely helpful and T 8.02
has caused further loss of system function or failure. In some cases,
accidents and incidents have resulted. The crew should consider
additional actions beyond the checklist only when completion of the
published checklist steps clearly results in an unacceptable situation.
Turbulence LeHi – if the aircraft is drifting left it indicates you are flying toward a GS
high pressure ridge and the tropopause is climbing. Descend to avoid
or minimize tropopause turbulence.
RiLo – if the aircraft is drifting right it indicates you are flying toward
a low pressure trough and the tropopause is descending. Climb to
avoid or minimize tropopause turbulence.
Tropopause altitudes are also printed on the flight plan.
Turbulence When dealing with turbulence associated with jet stream winds: GS
• consider changing altitude or course if the wind is a headwind or
tailwind
• maintain course if the wind is a crosswind and consider climbing
if the OAT is rising and descending if the OAT is decreasing
Turbulence The autopilot may remain engaged during light to moderate turbulence SP 16.50
unless airspeed, altitude or attitude deviations require manual
control.
Normally fly the turbulent air penetration speed (290 kts/.78 M,
whichever is less), but below 10,000 feet MSL a speed of 240-250
knots provides adequate buffet margin.
Severe turbulence should be avoided if at all possible, but if it cannot
be avoided, descending approximately 4,000 feet below optimum
altitude will increase buffet margin.
Autothrottles should be off in severe turbulence.
Place the Engine Start Selectors in CONT in severe turbulence.
If an approach must be made in severe turbulence, delay extending the
flaps as long as possible. The airplane can withstand higher gust
loads in the clean configuration.
Diversion to another airport is the best policy if severe turbulence
persists in the area.
Turbulence An encounter with severe or extreme turbulence requires a logbook WX 2.04
write up and special aircraft structural inspection.
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February 12, 2018
Turbulence Reporting Some Delta aircraft automatically report turbulence but PIREPs WX 1.02
continue to be important and flight crews should use the ACARS
“Turbulence” page to provide turbulence or other weather
information when encountered. At a minimum, turbulence reports
should be transmitted at every DAL POSN RPT waypoint. Reports
of smooth air are important, especially when transiting a TP forecast
area or an area where turbulence has been reported at other altitudes.
Unauthorized Activity Pilots will not read material or engage in activity not directly related to F 10.3.2
aircraft operation while at their duty stations. Reading
Delta-published documents contained in the Content Locker is
allowed provided it does not interfere with the operation of the
aircraft.
During cruise on international flights, a jumpseater may, at the
Captain’s discretion, fully relax and read material unrelated to the
flight provided this activity does not disrupt the working pilots.
Upset Parameters An upset can generally be defined as unintentionally exceeding the T 7.11
following conditions:
• pitch attitude greater than 25° nose up, or
• pitch attitude greater than 10° nose down, or
• bank angle greater than 45°, or
• within above parameters but flying at airspeeds inappropriate for
the conditions
Complete the All-Attitude Upset Recovery Strategy.
Valve Lights All Valve lights on the flight deck indicate a disagreement between the GS
valve position and the commanded position.
VASI and PAPI T 6.01
Two-Bar VASI Two-bar VASIs should not be used. Red over white is low.
Three-Bar VASI Three-bar VASIs can be used. Red over two whites is on glidepath.
PAPI PAPIs can be used. Two white and two red is on glidepath. T 6.05
Vertical Speed Approaches Use one of the following methods to determine the descent rate GS
required for a non-precision approach using vertical speed:
• use the table on approach chart, if available
• use ground speed divided by two, times ten (e.g. if groundspeed
is 140 knots, then 140/2 = 70 and 70 x 10 = 700 fpm)
• HAT x airspeed (kts)/distance from FAF (nm) to rwy x 60
Vertical Speed Approaches Initiate descent approximately 0.2 nm prior to the FAF or descent T 5.071
point due to autopilot reaction time.
Initial selection of an appropriate V/S should be made considering the
recommended vertical speeds that are published on the approach
chart, if available. These recommended vertical speeds vary with the
aircraft's ground speed on final approach. If no recommended
vertical speeds are available, set approximately -700 to -800 fpm.
Vertical Speed Mode Vertical Speed mode has no automatic low speed (stall) protection and SP 4.03
permits flight away from the selected altitude. Always select a new
level off altitude prior to engaging Vertical Speed mode.
VFR Climb VFR conditions and cloud clearances must be maintained throughout OS 7.02
the VFR climb.
Pilots are responsible for:
• VFR traffic avoidance
• ensuring terrain and obstacle clearance
• any restriction issued by ATC
• intercepting the route of flight during or after completing the
VFR climb
VFR Pattern Left traffic at 1,500' AFE unless otherwise specified. OS 7.07
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February 12, 2018
VHF Guard In general, unless needed for ATC or Company communications, CM 8.01
monitor 121.5 on the right VHF radio.
Visibility Prevailing Visibility – the greatest horizontal visibility equaled or AIM PCG
exceeded throughout at least half the horizon circle which need not
necessarily be continuous.
Runway Visibility Value (RVV) – the visibility determined for a
particular runway by a transmissometer. The meter provides a
continuous indication of the visibility (reported in miles or fractions
of miles) for the runway.
Runway Visual Range (RVR) – an instrumentally derived value that
represents the horizontal distance a pilot will see down the runway
from the approach end. In contrast to prevailing visibility and RVV,
RVR is based on what a pilot in a moving aircraft should see looking
down the runway.
Visibility If RVR or RVV is reported, it controls for the specified runway. If OS 1.06
RVR or RVV is not reported, use Prevailing Visibility.
Visual Approaches When using LNAV and VNAV on Charted Visual Approaches, set the NOI 3.20
Touchdown Zone elevation or the Runway Threshold elevation
rounded up to the next highest 100 feet in the MCP altitude window.
Visual Approaches Charted Visual Flight Procedures (CVFP) depict prominent OS 7.05
landmarks, courses, and recommended altitudes to specific runways.
Pilots must have a charted visual landmark or preceding aircraft in
sight, and weather must be at or above the published minimums
before ATC will issue a CVFP clearance. ATC will clear pilots for a
CVFP if the reported ceiling at the airport of intended landing is at
least 500' above the MVA/MIA, and the visibility is 3 SM or more,
unless higher minimums are published. When accepting a clearance
to follow a preceding aircraft, pilots are responsible for maintaining
a safe approach interval and wake turbulence separation. Pilots must
advise ATC if unable at any point to continue a charted visual
approach or if the pilot loses sight of the preceding aircraft.
Visual Approaches RNAV Visual Flight Procedure (RVFP) are visual approaches that OS 7.05
capitalize on the capabilities of RNAV systems. The differences
from other visual approaches are:
• most RVFPs have published approach procedures and guidance
• RVFPs are visual approaches that must be requested from ATC
unless previously coordinated
• the RVFP must be retrievable from the FMS by name. Pilots are
not authorized to build these procedures manually
• pilots must report the airport or preceding traffic in sight to receive
clearance for an RVFP
• pilots must fly the published RVFP route and, unless otherwise
cleared by ATC, comply with charted mandatory altitudes and
speeds
• ATC may allow an aircraft to join the procedure at other than the
initial fix. However, ATC may not vector an aircraft to the initial
fix of an RF leg nor to any intermediate location on the RF leg
• by accepting an RVFP clearance, pilots also accept the
requirements and responsibilities associated with a visual approach
clearance such as visibility minimums and cloud clearances
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February 12, 2018
Visual Approaches When cleared for a visual approach, especially at night in mountainous OS 7.06
terrain, maintain a safe altitude until established on a published
approach procedure or an approximate 3° glide path. Use internal
and external resources available to confirm the aircraft is on a
projected glide path. If available, use at least one of the following:
• external vertical guidance such as PAPI, VASI, ILS, or LDA
with glideslope
• internal vertical guidance such as VNAV
If no external or internal vertical path information is available, use
ground-based navigation aids to calculate an initial descent point and
a 3:1 vertical path to the runway. Additionally, calculate the vertical
descent required to maintain the path factoring approach speed and
winds.
If unable to determine a safe vertical descent profile to the runway due
to airport or aircraft equipment failures, consider using another
runway or diverting to an alternate airport. Contact Flight Control
prior to diverting if able.
Visual Approaches Fly at an altitude of 1,500 feet above the runway elevation and enter T 5.086
downwind with Flaps 5 and at Flaps 5 maneuver speed. Maintain a
track parallel to the landing runway approximately 2 nm abeam.
Visual Approaches (ICAO) When IMC conditions exist, an ICAO visual approach is equivalent to OS 7.06
a US Contact Approach and is not authorized. Be aware that the
ICAO term “visual approach” does not necessarily mean VMC
conditions exist.
When VMC conditions exist, all US visual approach limitations and
restrictions apply.
Visual Approaches (US) A visual approach is an ATC authorization for an aircraft on an IFR OS 7.03
flight plan to proceed visually to the airport of intended landing. A
visual approach is not an IAP.
Before issuing a visual approach clearance, the controller must verify
that pilots have the airport or a preceding aircraft that they are to
follow in sight. In the event pilots have the airport in sight but do not
see the aircraft they are to follow, ATC may issue the visual
approach clearance but will maintain responsibility for aircraft and
wake turbulence separation. Once pilots report the aircraft in sight,
the flight crew assumes responsibilities for their own separation and
wake turbulence avoidance.
Pilots must maintain VFR cloud separation at all times when
conducting a visual approach. In Class B airspace, flight visibility
must be 3 SM or greater and the aircraft must remain clear of clouds.
In Class C, D, and E airspace, flight visibility must be 3 SM or
greater and the aircraft must be no closer than 500' below, 1000'
above, and 2000' horizontally from clouds.
While conducting a visual approach, the pilot is responsible for OS 7.04
providing safe obstacle clearance.
A visual approach is not an IAP and therefore has no missed approach
procedure. If a go-around is necessary, aircraft operating at
controlled airports will be issued instructions from the controller. If a
landing cannot be accomplished, the aircraft is expected to remain
clear of clouds while climbing straight ahead or as terrain dictates to
the standard pattern altitude of 1500' AFE. The flight crew should
contact ATC for further instructions.
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February 12, 2018
Visual Approaches (US) Flight crews may accept a visual approach provided: OS 7.04
• the aircraft is within 35 nm of the destination airport
• the flight remains in controlled airspace, or the airspace
underlying those areas is used for transitions and is under the
control of an ATC facility
• reported VFR conditions exist in accordance with FAR 91.155
(1000' ceiling and 3 miles visibility), or as specified on the
charted visual procedure
• the flight maintains VFR cloud separation
• visual contact is established and maintained throughout the
approach with the airport, the traffic to be followed, or a charted
visual flight procedure landmark
Unless otherwise authorized by ATC, a flight operating to or from a
primary airport for which a Class B area is designated must operate
at or above the designated floors of the Class B airspace while within
the lateral limits of the Class B airspace.
VNAV Approaches The VNAV path does not assure obstacle clearance below the MDA in OS 4.24
the visual segment of a non-precision approach procedure.
VNAV Approaches For approaches where both the FAF and the fix prior to the FAF are T 5.066
coded with "at or above" altitude constraints, consider changing the
altitude constraint for the fix prior to the FAF to a hard altitude. This
creates a shallower path just prior to the FAF to allow for slowing
and configuring.
VNAV Approaches On some approaches where the runway is not the end of descent point, T 5.070
VNAV path guidance transitions to level flight once the missed
approach point is passed. (e.g. SXM)
VNAV to the FAF When using VNAV prior to the FAF in order to ensure altitude NOI 3.03
constraints prior to the FAF are met, set the MCP altitude to the FAF
altitude for ILS approaches and to the DA/DDA rounded up to the
nearest 100 feet for Non-ILS approaches.
Voice Recorder Test On some airplanes, observe the monitor needle moves to the green SP 5.001
band. The test will last approximately 5 seconds.
On some airplanes, observe the Status light flashes once.
On all airplanes, a tone may be heard with a headset plugged into jack
on the panel.
Volcanic Ash Indications of volcanic ash include: Q 0.45
• a static discharge around the windshield
• a bright glow in the engine inlets
• smoke or dust on the flight deck
• an acrid odor
Exit the area immediately. Consider a 180º turn. Consider a
descending turn.
Refer to the checklist in the QRH.
Volcanic Ash Procedures for volcanic ash during ground operations are in SP 16. SP 16.51
Volcanic Ash Volcanic ash clouds cannot always be differentiated from regular WX 2.31
clouds and, depending on conditions, weather radar may not return
any depiction of a volcanic ash cloud.
A briefing between the Captain and the Dispatcher is required
whenever volcanic ash information is present on the flight plan.
Wake Turbulence Vortices Wake turbulence vortices descend at 300-600 fpm. GS
With the wind on the nose or tail, expect wake turbulence when
16 miles behind an aircraft 1,000 feet above your altitude.
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February 12, 2018
Warnings, Cautions and Notes Volume 1
Warning A Warning is an instruction about a hazard that if ignored could result Preface 1.2.4
in injury, loss of aircraft control, or loss of life.
Caution A Caution is an instruction concerning a hazard that if ignored could
result in damage to equipment.
Note A Note provides amplified information, instruction, or emphasis.
Water and Waste Tanks Potable water tanks should be serviced to 75% or greater for domestic NP 20.02
operations and to 100% for international operations.
Waste tanks should be at an acceptable level for domestic flights. For
international flights, waste tanks should be empty; however, it is
acceptable for the waste quantity gauge to display up to ⅛ full due to
pre-charge.
Weather Briefings An Updated Weather Briefing is automatically printed when the Flight F 14.5.1
Attendant Departure Report is generated. It includes the current
release number and the most current weather information subsequent
to the Weather Briefing.
The Updated Weather Briefing is not required for pushback.
Weather Briefings Each flight will receive a Metro Briefing Message (MBM) as part of WX 1.01
the initial pre-flight paperwork. The MBM will always include the
minimum required weather information.
If a Metro Briefing Message can’t be delivered to the flight before
departure time, a verbal briefing from the Dispatcher to the Captain
is acceptable. In these rare occasions, the FARs are met if the
Captain records the weather information provided by the Dispatcher
and the Dispatcher records the data given the crew in the flight
history record.
A Metro Briefing Update (MBU) is printed for each flight just prior to
departure. This contains any additional or revised weather
observations or TAFs for origin, destination, or alternate airports.
Any new or revised TP messages affecting the route are also
included. If no information is printed on the MBU then no new
information is available since the initial MBM was issued.
Weather Information Products from Delta Meteorology are to be used as the primary source WX 1.01
for decisions regarding hazardous weather avoidance for Delta
operations.
Weather Radar At reduced levels of Gain, some weather targets will disappear from SP 11.10
the indicator. Targets which are displayed will understate the true
strength of the weather. Always return Gain to Auto immediately
after using manual Gain.
Expect attenuation anytime weather targets reach Level 3 (red), when SP 11.11
the radome is wet or ice covered, or when operating within
precipitation.
Attenuation may be identified by:
• crescent-shaped returns, concave on the back side
• absence of returns or shadow beyond the target
Use ground returns to confirm radar penetration and locate radar
shadows.
Radar shadows are areas of unknown weather intensity. Never
penetrate a storm that produces a radar shadow.
When convective storms reach Level 3 (red), expect moderate to SP 11.12
severe turbulence in all areas of the storm, including Level 1 (green)
and Level 2 (yellow) areas.
Absence of indicated turbulence in TURB mode does not mean it is
safe to penetrate a weather area that by other indications is
hazardous.
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February 12, 2018
Weather Radar and Terrain Whenever the possibility exists for adverse weather and GS
Display terrain/obstacles near the intended flight path, one pilot should
monitor the weather radar display and the other pilot should monitor
the terrain display.
Weather Radar Status Message To prevent nuisance WXR SYS status messages, turn the weather SP 11.01
radar on first and off last, and turn the HSI weather display on last
and off first.
Weather Radar Test The IRUs must be aligned and in NAV mode. SP 11.01
Weather Reports Whether VMC or IMC, pilots will not takeoff from or conduct F 14.5.2
approaches to any airport without a valid weather report. Dispatch
without a destination weather report is permitted provided a valid
weather report can be obtained prior to commencing the approach.
A valid report is complete, current and from an approved source.
Wind Additive on Final T 1.35
Autolanding Vref 25/30 + 5. The autothrottles will automatically increase speed for
gusts if needed.
Not Autolanding Half the steady headwind component plus all the gust not to exceed
Vref 25/30 + 20 with Vref + 5 minimum. (For example, for a 90º
crosswind, the headwind component is zero, but you still add all the
gust, up to 20 knots.) This applies even with the autothrottles on
during the approach if they will be turned off for landing.
Tailwinds Do not apply wind additives for tailwinds. Set the command bug at
Vref 25/30 + 5 for with autothrottles engaged or disengaged.
Non-Normals Do not apply wind additives to the adjusted approach speed if the T 1.35
autothrottles will be used for landing.
Wind additives are also added to approach speeds adjusted by a non-
normal procedure if the autothrottles will be off for landing.
Wind Components Maximum gust velocity and least favorable direction will be used to OS 1.01
compute the crosswind component.
Steady state wind velocity will be used to compute the headwind or
tailwind component.
Windows Refer to the checklist in the QRH if a side window opens during Q 1.25
takeoff or in flight. It may be necessary to completely open the
window before closing to reset the locking mechanism.
Windows If the forward windows are damaged, forward visibility can be T 8.38
maintained by looking out an open side window using care to stay
clear of the airstream although noise levels may interfere with crew
communications.
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February 12, 2018
Windshear Windshear is a change of wind speed and/or direction over a short T 7.27
distance along the flight path.
Windshear may be indicated by thunderstorm activity, virga, PIREPS
or Low Level Windshear alerts.
If windshear is confirmed, delay takeoff or do not continue an
approach.
Precautions in case of inadvertent encounter include:
• on takeoff, use full power and the longest suitable runway.
Rotate at the normal rate to the normal all-engine pitch attitude.
Minimize reductions to the normal pitch attitude. Respect the
stick shaker.
• on approach, use the most suitable runway and use a glidepath T 7.28
(ILS, VNAV, PAPI, etc.). Add airspeed up to a maximum of 20
knots. Avoid large thrust reductions or trim changes in response
to sudden airspeed increases as these may be followed by
airspeed decreases.
Windshear It is Delta’s policy to avoid known or probable severe low altitude WX 2.26
windshear.
Windshear Takeoffs and landings are not permitted unless the runway and WX 2.26
intended flight path are clear of known or probable severe low
altitude windshear.
Windshear and Microburst A windshear alert will be generated for an estimated loss of airspeed WX 2.27
Alerts between 15-29 knots or any estimated gain of airspeed.
A microburst alert will be generated for an estimated loss of airspeed WX 2.28
30 knots or greater.
Windshield Wipers Do not use on a dry windshield. SP 3.01
Wingspans Wingspans (rounded up) II
• 757-200 with a conventional wing – 125 feet
• 757-200 with winglets – 135 feet
• 757-300 with a conventional wing – 125 feet
• 757-300 with winglets – 135 feet
• 767 with a conventional wing – 157 feet
• 767 with winglets – 167 feet
Worn Tire Notify maintenance if: NP 20.07
• any tread groove is worn away completely around the tire
• any tire is worn beyond limits, damaged or the tread is separating
• any layer of cord showing
• a questionable cut exists
• any appearance of improper inflation
• any wheel through-bolt or nut is missing or damaged
WPR Waypoint Position Reporting (WPR) will automatically send position SP 5.054
reports at every DAL POSN RPT fix on the flight plan provided the
airplane actually passes over the fix. If the fix is bypassed with a
direct routing, manually send a position report with the Company
Send prompt in the FMS as soon as possible after passing abeam the
fix. Do not send the report early or the Delta computers won’t
update.
WPR Reset If a Direct To modification with Abeam Points is used, WPR function SP 5.054
may be restored for the abeam points with a WPR Reset only if the
abeam points are not more than 65 nm from the original flight plan
waypoints. If in doubt, send a manual ACARS position report.
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February 12, 2018
WPR Reset A WPR Reset should be accomplished if: SP 5.055
• ACARS reports that a company position report was not received
for more than one DAL POSN RPT waypoint
• the Dispatcher advises WPR is not working
• DAL POSN RPT fixes are replaced or changed due to a track or
route change
To accomplish a WPR Reset, enter the phrase WPR RESET in the text
box of the MISC RPT page, enter 00 in the Code box, and send.
Yaw Damper INOP Lights Yaw Damper INOP lights remain illuminated until the IRUs are NP 20.23
aligned.
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February 12, 2018
Systems Review
Overhead Panel Lights

the forward equipment bay and/or the electrical equipment (E/E) door is not closed,
ACCESS DOORS
latched and locked
AIL LOCK (767) the aileron lockout actuator disagrees with the commanded position
ANTISKID a fault is detected in the antiskid system
AOA a probe is not being heated
AUTO SPDBRK a fault is detected in the automatic speedbrake system
CARGO DOORS a cargo door is not closed, latched and locked
EMER DOORS an emergency door or a wing slide door is not closed, latched and locked
ENTRY DOORS an entry door is not closed, latched and locked
MACH SPD TRIM (757) the Mach/speed trim system is inoperative
PITOT a probe is not being heated
RUDDER RATIO the rudder ratio system is inoperative or not receiving left system hydraulic pressure
SPOILERS one or more spoiler pairs are not in the commanded position
STAB TRIM stabilizer trim rate is ½ the normal control wheel trim rate
TAT the TAT probe is not being heated
UNSCHED STAB TRIM an uncommanded stabilizer motion is detected
Forward Panel Lights

A/P DISC an autopilot was automatically or manually disconnected
A/T DISC the autothrottles have disconnected
ALT ALERT between a 250' and a 750' deviation from the selected altitude
a degraded operating condition exists in the engaged autopilot. An alternate
AUTO PILOT
autopilot may be available.
AUTOBRAKES autobrakes are disarmed or inoperative
BRAKE SOURCE both normal and alternate brake system pressures are low
BRAKE TEMP a brake temperature is in the high range (5 or higher)
CABIN ALT cabin altitude has exceeded 10,000 feet
CONFIG a configuration warning exists
ENG OIL PRESS oil pressure is at or below minimum or a switch has malfunctioned
FIRE an engine, APU, wheel well or cargo fire is detected
FMC there is a message in the FMC scratchpad
GND PROX a ground proximity caution exists
OVRSPD the airplane is exceeding Mmo or Vmo
the GPWS barometric or radio altitude descent rate is excessive or a look-ahead
PULL UP
terrain warning (if installed) is active
the speedbrakes are extended while airborne with the flaps in a landing position or
SPEED BRAKES
when the radio altitude is 800' or below
WHL WELL FIRE a fire is detected in one or both main gear wheel wells
WINDSHEAR a windshear condition is detected
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February 12, 2018
Airplane General, Emergency Equipment, Doors and Windows
To avoid inadvertent system actuation, the flight crew should not attempt to replace light bulbs. Contact
maintenance instead.
Fasten Seat Belt selector in Auto – if the selector is in Auto, the Fasten Seat Belt signs will be on when:
• the landing gear is not up and locked, or
• the flap lever is not up, or
• cabin altitude is above 10,000 feet, or
• passenger oxygen is on (not true for some 767s)
The No Smoking selector works differently on different airplanes, but we always leave it in the On position so the
rather complicated description is omitted here.
In general, the No Smoking and Fasten Seat Belt signs automatically illuminate and the Return to Seat signs in the
lavs extinguish any time the passenger oxygen system is activated. There are variations however.
The Light Override switch overrides and illuminates the forward panel flood lights, illuminated indicator lights,
glare shield flood lights, aisle stand lights and dome lights at maximum intensity.
There is one landing light in each wing root and two landing lights on the nose gear on all airplanes. Nose gear
landing lights will not illuminate unless the nose gear is down and locked.
The 757 has two runway turnoff lights on the nose gear that will not illuminate unless the nose gear is down and
locked. The 767 has one runway turnoff light in each wing root that will illuminate with the gear up or down.
Most 757s have either one or two taxi lights on the nose gear and the 767 has two taxi lights on the nose gear. Taxi
lights will not illuminate unless the nose gear is down and locked.
Some 757s do not have a taxi light. Use the nose landing light instead.
Logo lights are installed on some airplanes, but not on others.
If normal electrical power is lost, the magnetic compass light, forward panel flood lights, and integral lights for
essential instruments on the left forward, center forward and overhead panels are automatically switched to the
Standby AC bus.
There are sensors on the center forward instrument panel that will automatically override the Dim position of the
indicator lights switch and illuminate the indicator lights full bright if the light level in the cockpit is high.
The emergency lighting system is powered by remote batteries charged by the airplane’s electrical system. A fully
charged battery provides at least 15 minutes of operation.
If the Emergency Lights switch in the cockpit is armed and an armed entry door or emergency door is opened, only
the emergency lights on that side of the aircraft will illuminate. The idea is to show the fire department from which
side of the airplane the passengers are evacuating, but note that flight attendants are trained to turn on all
emergency lights during an evacuation and, even if they don’t, all emergency lights will illuminate when the
engines and APU are shut down during the Evacuation checklist, so this really won’t give the fire department any
useful information.
Emergency Lights switch:
• Off – prevents the emergency lights system from operating if electric power fails or is turned off
• Armed – all emergency lights illuminate if DC power fails or is turned off
• On – all emergency lights illuminate
Emergency Lights Unarmed light – the Emergency Lights switch is not in the Armed position.
The Passenger Cabin Emergency Lights switch on the flight attendant panel bypasses the cockpit emergency lights
switch and turns on all interior and exterior emergency lights.
Passenger oxygen is supplied by individual oxygen generators in the overhead Passenger Service Units (PSUs) and
lasts 12 minutes (22 minutes on some 757s). Oxygen begins flowing when a mask hanging from the PSU is pulled
down, which pulls the pin on a chemical oxygen generator.
The oxygen generators will get extremely hot while producing oxygen and burn all the dust in the overhead
compartments. It may appear there is a fire in the cabin.
Oxygen masks will automatically drop from the PSUs if cabin altitude exceeds 14,000 feet and can be manually
dropped from the flight deck by pushing the Passenger Oxygen switch.
The Passenger Oxygen On light indicates the signal has been sent to open the PSU doors.
Do not activate the passenger oxygen system during a smoke or fumes situation. It mixes cabin air with oxygen and
therefore does not provide any protection for the passengers. It is also an extreme fire hazard.
An Emergency Locator Transmitter (ELT) is located in the cockpit and should be taken by the First Officer after
ditching. There may be a second ELT in the cabin.
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February 12, 2018
Flight deck windows can be opened from inside for emergency escape, but cannot be opened from outside the
airplane. No rescue from outside.
Flight deck windows can also be opened and closed in flight at speeds below 250 knots (below clean speed
recommended) if the airplane is unpressurized. If the forward windows are damaged, forward visibility is possible
by looking out an open side window.
The flight deck door will unlock when power is removed from the airplane. Decompression panels in the door will
open to equalize pressure in the event of a rapid decompression.
Entry doors have power assist to aid in opening the door and deploying the slide in the event of an emergency.
Escape slides at the entry doors are also configured as life rafts. There may be an additional life raft stored in a
ceiling compartment.
Wing slides are not life rafts and may not be used as flotation devices.
Emergency door slides on 757 ships 68xx are not life rafts, but may be used as auxiliary flotation devices.
Escape slides have manual inflation handles in case the slide does not automatically inflate.
On the 757, the slide rafts are too small to hold a survival kit, so a raft survival kit may be stored in an overhead
compartment near each entry door. Don’t forget it.
If armed, the escape slide automatically disarms if the door is opened from outside the airplane.
Entry Doors – there are six on the 757 and either four or six on the 767. If an entry door is not closed, latched and
locked, the Entry Doors light on the overhead panel will illuminate and EICAS will show which door(s) are open.
Emergency Doors – there are four overwing emergency doors on most 757s, two emergency doors aft of the wing
on some 757s, and either two or four overwing emergency doors on the 767. Emergency doors are armed at all
times and opening an emergency door will automatically deploy the door slide or the wing slide. If an emergency
door or a wing slide door is not closed, latched and locked, the Emer Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Cargo Doors – there are two cargo doors (forward and aft) on the 757 and three cargo doors (forward, aft and bulk)
on the 767. If a cargo door is not closed, latched and locked, the Cargo Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Forward and aft cargo doors are normally operated electrically (Ground Handling bus), but may be operated
manually if necessary. The bulk cargo door on the 767 is operated manually.
Access Doors – there are two access doors (forward equipment bay and electrical equipment (E/E) compartment) on
all airplanes. If an access door is not closed, latched and locked, the Access Doors light on the overhead panel will
illuminate and EICAS will give the location. If both doors are open, the EICAS message will be Access Doors.
Potable water is stored in a single tank behind the aft cargo compartment. There are two water service panels – one
on the right forward fuselage just behind and below the 1R door and one at the rear of the aircraft on the bottom
centerline under the aft entry doors.
Each lav and each galley has a water shutoff valve and a drain valve for isolation purposes.
Water from galley and lav sinks is drained overboard through two heated drain masts on the bottom of the airplane.
Lavs on the 757-200 have individual, self-contained waste tanks that are serviced individually from panels on the
outside of the aircraft.
The 757-300 and 767 use a vacuum pump or cabin differential pressure to route lav waste to storage tank(s) located
in the bulk cargo compartment. All 767ERs and some domestic 767s have two waste tank sensors in each tank. If a
sensor indicates the tank is full, the Lav Inop light illuminates and the lavs on that tank are shut down. Pressing the
Sensor Off switch allows the lavs to be used provided the tank is not completely full. A Sensor Foul light
illuminates if a sensor becomes fouled or dirty and may shut down all lavs on that tank.
On some airplanes, the flight deck speakers are muted when any transmission is made with the boom mike or hand
mike so at least one pilot must have his headset on to monitor the radios if a boom mike or hand mike is used for
PAs or interphone communication. The speaker does not mute if the handset on the aft pedestal is used or if the
audio panel mike switch is in OXY.
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February 12, 2018
Air Conditioning
Two identical air conditioning packs cool bleed air from the engines, APU or high-pressure air from a ground source
(huffer cart). Bleed air is pre-cooled before entering a pack.
The two packs are controlled by two identical pack controllers and pack output is automatically increased during
high pack demand times (failed opposite pack or failed recirc fan) and inhibited during times of high bleed air
demand (failed engine).
With the pack selector in Off, the pack valve is closed and the Pack Off light is illuminated.
With the pack selector in Auto, pack output temperature is determined by the compartment requiring the coolest air
and then warm trim air is added to the other compartments as determined by their individual zone temperature
controllers to maintain the desired temperature in those compartments.
With the pack selector in the Standby mode (not in Auto), pack output temperature is determined by the position of
the pack selector:
• N (normal) – pack output is a constant, moderate temperature
• C (cool) – pack output is full cold
• W (warm) – pack output is full warm
The Pack Inop light and a PACK TEMP EICAS message will illuminate for all pack control system faults and
overheats. If the problem was an automatic control system fault or a pack outlet temperature overheat, the pack
will continue operating in an uncontrolled, degraded mode and flight crew action is necessary. If the problem was
an internal pack overheat, the pack valve will close and the Pack Inop light will be accompanied by a Pack Off
light and a PACK OFF EICAS message. This is the classic pack trip and the pack may be reset with the pack reset
switch after it has cooled to a temperature below the overheat level.
• Pack Inop light only – controller fault or outlet overheat
• Pack Inop and Pack Off lights – pack trip caused by an internal overheat
Air from the packs flows to a mix manifold where it is mixed with returning air from the recirc fans and distributed
to the cabin, however the flight deck receives 100% fresh air from the left pack at a slightly higher pressure to
keep smoke and fumes out of the flight deck. If the left pack is inop, the flight deck receives air from the mix
manifold.
The terms “compartment” and “zone” are used interchangeably in the Boeing manuals for the temperature control
compartments.
The 757-200 is divided into three compartments (flight deck, forward cabin, aft cabin) and the 757-300 and 767 are
divided into four compartments (flight deck, forward cabin, mid cabin, aft cabin). Each compartment has a
temperature controller to control the temperature in that compartment by adding warm trim air to the pack output
air if necessary. The 757 temperature controllers have Auto and Off positions for all compartments and the 767
temperature controllers have Auto and Manual positions for the flight deck compartment and Auto and Off
positions for the other zones. The manual position allows manual control of the flight deck trim air valve, if
necessary, and there is a trim air valve position indicator next to the control.
Compartment Temperature Controls:
• Auto – automatic temperature control selectable between 65ºF and 85ºF (18ºC and 30ºC)
• Off – compartment trim air valve is closed (all compartments except 767 flight deck)
• Man – compartment trim air valve is controlled manually (767 flight deck compartment only)
The Compartment Temperature Inop light will illuminate to indicate:
• a fault in zone temperature controller
• the zone temperature controller switch is off (except a flight deck controller on the 767)
• the trim air switch is off (all compartment Inop lights will be on in this case)
If the trim air switch is off, the cabin temperature controller attempts to maintain all compartments at an average
temperature.
Recirc fans allow the packs to be operated at a reduced flow by returning cabin air to the mix manifold. On the 757,
the left recirc fan exhausts air from the forward E/E system and should not be turned off because that will cause
the overboard exhaust valve to latch open requiring maintenance action to reset. Other recirc fans may be turned
off to provide a more rapid exchange of air in the cabin.
The gasper system (if installed) draws air from the forward cabin overhead air conditioning ducts and discharges it
from the gasper outlets in the passenger service units.
Shoulder heaters electrically warm the air in the cockpit side window diffusers. The High setting is only available in
flight, but the Low setting is available in flight or on the ground.
Foot heaters electrically warm the cockpit floorboards (no air flow) and are only available in flight.
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February 12, 2018
Equipment Cooling - 757
On the 757, the equipment cooling system supplies cooling air to the forward equipment racks and flight deck
avionics. The system has a supply fan (actually two fans; normal and alternate) that draws air from the cabin and
forces it through the equipment racks and avionics and then the left recirc fan returns the air to the air conditioning
mix manifold. If differential pressure is low (e.g. on the ground), the overboard exhaust valve automatically opens
and most of the air is exhausted overboard. As previously mentioned, the left recirc fan should not be turned off
because the overboard exhaust valve will latch open and requires maintenance action to reset.
The Overheat light indicates insufficient airflow for equipment cooling due to a failure of the supply fan or the
overboard exhaust valve is not open with the left recirc fan off or failed. The Overheat light is accompanied by the
EQUIPMENT OVERHEAT EICAS message and a ground crew call horn if the airplane is on the ground. If the
Overheat light remains illuminated, avionics not on the Standby busses (e.g. EFIS flight instruments) are subject to
imminent failure. Avionics on the Standby busses (e.g. standby flight instruments) are reliable for 90 minutes. On
some airplanes, the auxiliary fan operates automatically to cool essential avionics if both supply fans are inop.
The Alternate position of the Equipment Cooling switch turns on the alternate supply fan or opens the overboard
exhaust valve as necessary.
The Smoke light indicates smoke is detected in the equipment cooling ducts and the system automatically attempts
to remove it by turning the recirc fan(s) off, switching one or both packs to high flow, and latching the overboard
exhaust valve open. Smoke removal is completely automatic; however, the source of the smoke should be
investigated.
Equipment Cooling - 767

Just like the 757, the equipment cooling system supplies cooling air to the forward equipment racks and flight deck
avionics on the 767.
System operation is automatic with the Equipment Cooling selector in Auto. On the ground, the system considers
engine and pack operation, skin temperature and outside air temperature to determine the correct system
configuration and a supply fan and an exhaust fan either recirculate cooling air or port it overboard as necessary.
In flight, only the exhaust fan operates and cooling air is recirculated.
Equipment Cooling Selector (Schoolhouse answer):
• Auto – positions the cooling system for “automatic operation” and provides “best cooling for the conditions”
• Standby – positions the cooling system for “inboard air flow” and provides “maximum cooling”
• Override – positions the cooling system for “reverse air flow” and provides “differential pressure cooling”
The No Cooling light indicates no reverse airflow through the E/E compartment avionics after selecting Override.
The light is only active in Override. If the No Cooling light remains illuminated, avionics not on the Standby
busses (e.g. EFIS flight instruments) are subject to imminent failure. Avionics on the Standby busses (e.g. standby
flight instruments) are reliable for 90 minutes.
A Valve light indicates equipment cooling valves are not in their commanded position.
The Overheat light indicates high temperature or low airflow is detected in the equipment cooling system.
The Smoke light indicates smoke is detected in the forward equipment cooling ducts.
In general, for Equipment Cooling non-normals on the 767, “point the switch at the light.”
• for Valve or Overheat lights – go to Standby
• for the Smoke light – go to Override
Cargo Heat
Cargo heat on the 757 is completely automatic.
On the 767, bleed air is used to heat the forward, aft and bulk cargo compartments. With the Cargo Heat switches
on, bleed air is ducted to each compartment through a shutoff valve and a heat control valve. The heat control
valve modulates to maintain the temperature in the compartment within a “standard control range,” the lower limit
of which is above approximately 45ºF. (The actual range is not specified.) If the temperature exceeds the standard
control range, as would happen if the heat control valve failed open, the Overheat light illuminates. If the
temperature continues to rise and exceeds approximately 90ºF, the shutoff valve closes and bleed air is removed.
When the temperature decreases back into the standard control range, the Overheat light extinguishes, the shutoff
valve reopens and bleed air is reapplied. Cargo compartment temperature will then cycle between the standard
control range and 90ºF.
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February 12, 2018
The Bulk Cargo Heat selector on the P-61 panel reprograms the Heat Control valve for the bulk cargo compartment
to maintain above approximately 65ºF and turns on a vent fan to allow carrying animals. It should be left in the
Vent position at all times.
Pressurization
Pressurization is controlled by adjusting the discharge of cabin air through the outflow valve.
Positive and negative pressure relief doors protect the fuselage against excessive differential pressure.
The index mark on the Cabin Altitude Auto Rate control programs approximately a 500 fpm climb and a 300 fpm
descent.
If the selected automatic mode of the cabin altitude mode selector (Auto 1 or Auto 2) fails, control is automatically
switched to the other auto controller.
If both auto controllers fail or if the mode selector is placed to Manual, the Auto Inop light illuminates and the
CABIN AUTO INOP EICAS message is displayed. In Manual, the outflow valve is powered by the Standby DC
bus and is controlled manually by the switch on the pressurization panel.
The system automatically applies a small positive pressure to the cabin before takeoff and the outflow valve
automatically opens at touchdown to depressurize the airplane. During flight, the system uses the higher of either
the landing altitude or the scheduled cruise altitude as the programmed cruise altitude for the cabin.
If the cabin altitude exceeds 10,000 feet, the Cabin Altitude lights illuminate, the warning siren sounds and the
CABIN ALTITUDE EICAS message is displayed. The lights extinguish and the message blanks when the cabin
descends below 8,500 feet.
In Auto mode (and in Manual mode on some airplanes), if the cabin altitude exceeds 11,000 feet, the outflow valve
closes automatically.
If the cabin altitude exceeds 14,000 feet the passenger oxygen masks will drop.
Bleed Air Systems

Bleed air can be supplied by the engines, the APU or a ground air source and is used for:
• air conditioning
• pressurization
• engine start
• wing and engine anti-ice
• hydraulic reservoir pressurization
• cargo heat
• Air-driven Demand Pump (767 only)
• thrust reversers (some 767s only)
Engine bleed air comes from either the low-pressure or high-pressure engine compressor section. Low-pressure air
is used during high power settings and high-pressure air is used during descent and other low power settings.
Engine bleed air valves are armed when the switch is on, but are pressure actuated and remain closed until engine
bleed air pressure is sufficient to open them. They may close by themselves during times of low bleed air demand
such as during a Packs Off takeoff. The Off light illuminates and the ENG BLEED OFF EICAS message displays
when the bleed valve is closed either manually, due to a system fault, or due to low airflow.
Bleed, Overheat and Hi Stage lights mean different things on different airplanes. The Delta Schoolhouse answer is
that all are considered “bleed air malfunctions.”
APU bleed air is available up to approximately 17,000 feet.
A check valve in the APU supply line prevents reverse flow of bleed air into the APU.
The APU Valve light illuminates when the APU bleed valve disagrees with the commanded position.
Two ground pneumatic carts (huffer carts) or one “super huffer” with two hoses is required for engine start if the
APU is inop.
On the 757, one ground pneumatic connector connects to the left bleed duct and one connects to the right bleed duct.
On the 767, both ground pneumatic connectors connect to the left bleed duct.
Isolation valves, except for the center isolation valve on the 767, are normally closed except during engine start and
during single-bleed operation. The center isolation valve on the 767 is normally open to supply the ADP. An
isolation Valve light illuminates when the valve position disagrees with the commanded position.
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February 12, 2018
The Duct Leak light illuminates when a high-temperature bleed air leak is detected. On the 757, the left duct leak
detector also watches most of the crossover duct and the APU duct. On the 767, the left duct leak detector watches
most of the crossover duct and the center duct leak detector watches the APU duct.
On the 767, flight longer than 6 hours with a Bleed Duct Leak or Body Duct Leak light illuminated may result in
structural damage.
Anti-Ice and Rain

Engine anti-ice systems provide bleed air to the engine cowl inlets and may be operated in flight or on the ground.
“TAI” will appear near the N1 gauge on EICAS when the engine anti-ice valve is open.
Do not attempt to anti-ice an engine or engines with APU bleed air. Always use bleed air from the respective engine
instead. APU bleed air will turn on the TAI indication and everything will look normal, but there isn’t enough air
to actually anti-ice the engine and ice may form and cause serious damage.
Wing anti-ice systems provide bleed air to the three mid-wing leading edge slats on the 757 and the three outboard
leading edge slats on the 767. Wing anti-ice is inhibited on the ground and only operates in flight.
The Valve light for both wing and engine anti-ice systems will illuminate when the valve position disagrees with the
commanded position.
The Icing light (if installed) on manual anti-ice systems illuminates when icing is detected by a single sensor on the
nose of the aircraft. It is advisory only and flight crew action is required to activate or deactivate anti-ice systems.
Some (but not all) 767ERs have an automatic anti-icing system. Two icing detectors are installed on the nose of the
aircraft and signal the wing and engine anti-ice valves to open or close as needed. The automatic system only
works in flight. It is inhibited on the ground and engine anti-ice must be manually selected on or off during ground
ops as necessary. Wing anti-ice is inhibited on the ground on all airplanes, including the 767ER.
On the automatic system, the Icing light will illuminate only when icing is detected and a wing and/or engine anti-
ice valve is not open either because the switch is Off (not in Auto) or the valve has failed closed. (It’s indicating
that icing is detected and anti-icing is not on.) The Ice Det light will illuminate if both ice detector systems have
failed.
On all airplanes, the supply to wing anti-ice is downstream of the engine bleed valve. You can’t anti-ice a wing from
its engine with the bleed valve closed, but you can anti-ice a wing from the opposite engine if the bleed valve is
failed closed or if its engine is shut down.
On the 757, the supply to engine anti-ice is downstream of the engine bleed valve. You can’t anti-ice an engine from
itself with the bleed valve closed, but you can anti-ice that engine from the opposite engine if the bleed valve is
failed closed or if the engine is shut down.
On the 767, the supply to engine anti-ice is upstream of the engine bleed valve. You can anti-ice an engine from
itself with the bleed valve closed provided the engine is operating, but you can’t anti-ice that engine from the
opposite engine.
All flight deck windows are electrically heated. The forward windows have anti-icing and anti-fogging protection
and the side windows have anti-fogging protection only. The forward windows also have supplemental anti-
fogging protection provided by conditioned air. The Window Heat Inop light illuminates when a window is not
being heated.
Rain repellent is deactivated on all airplanes.
The probe heat system is fully automatic. Power is supplied to electrically heat all probes anytime an engine is
running. An individual probe heat light will illuminate when that probe is not being heated.
Automatic Flight
On the ground with no autopilot engaged and both flight director (F/D) switches off, the first F/D switch turned on
arms the flight director in the takeoff pitch and roll modes (wings level, 8º nose up). The second F/D switch turned
on displays the steering bars on the second ADI.
If the F/D switches are turned on in flight with the autopilot off, the flight director engages in V/S and HDG HOLD.
If the autopilot is on, the flight director engages in the current autopilot mode.
The flight director bars will automatically display, even if the F/D switches are off, if the G/A switch is pressed and
the flaps are not up and the airspeed is above 80 knots.
The autopilot engages in the current F/D mode except for TO and G/A. If the flight directors are in TO or G/A mode
the autopilot engages in V/S and HDG HOLD or in V/S and Attitude mode on some 757s in some cases.
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If the airplane attitude at Control Wheel Steering (CWS) engagement (if installed) exceeds autopilot limits (limits
vary by airplane, but are rather excessive), the autopilot returns the airplane to within autopilot limits. If the
control wheel is released with less than 3º of bank under normal conditions, or less than 1º of bank after localizer
capture, the autopilot rolls wings level and holds heading.
There are five autothrottle modes – N1/EPR, SPD, VNAV, FLCH and G/A. Note that they are the four buttons
surrounding the IAS/MACH selector on the MCP plus the G/A switches on the throttles. Pressing any of those
buttons or switches will engage the autothrottles if they are disengaged, provided the A/T Arm switch is on.
There are five reasons the autothrottles will disconnect:
• A/T Arm switch is turned off
• A/T Disconnect switch on a throttle is pushed
• a thrust reverser is deployed
• TMC failure
• loss of the primary engine parameter (EPR or N1) in an EEC
When the N1/EPR switch is pressed the autothrottles drive to and hold the reference N1/EPR displayed on EICAS
subject to maximum speed limits.
When the SPD Switch is pressed the autothrottles maintain the speed or Mach displayed in the MCP window subject
to maximum and minimum speed limits.
IAS changes to Mach in climb at approximately .80 M, and Mach changes to IAS in descent at approximately 300
KIAS.
LNAV will engage if the airplane is within 2½ nm (767) or within the airplane’s turn radius (757) of the active
route. Otherwise it just arms.
LNAV will maintain the present heading when:
• passing the last waypoint prior to a route discontinuity
• passing the last active route waypoint
• passing the last offset route waypoint
• activating an inactive route or activating an airway intercept and not within LNAV capture criteria
In Vertical Speed mode, the airplane will fly away from a captured altitude and there is no high or low speed
protection. Use with caution.
With the Bank Limit Selector in Auto, the bank used in HDG SEL mode varies with airspeed from 15-25º. It has no
effect on other roll modes such as LNAV.
Heading Hold switch – the autopilot or flight director will roll wings level and then hold that heading.
Altitude Hold switch – the autopilot or flight director will hold, or return to, the altitude at the time the switch was
pressed.
LOC capture can occur when the intercept track angle is within 120º of the localizer course.
G/S capture can occur when the intercept track angle is within 80º of the localizer course.
Either LOC or G/S can be captured first.
To disarm Approach mode:
• if neither LOC or G/S has been captured, press the APP switch again or select another pitch or roll mode
• with only LOC or G/S captured, select another roll or pitch mode (as appropriate) other than LNAV or VNAV
• after LOC and G/S capture, the only way to deselect Approach mode is to disengage the autopilot and cycle
both flight director switches or to select G/A mode.
On a backcourse localizer approach, press the B/CRS switch before the LOC switch because, if LOC is armed first,
it’s possible for the autopilot or flight director to capture the front course in the instant before B/CRS is pushed
and the airplane will proceed in the wrong direction. Push the buttons in alphabetical order or in the same order as
you say the name of the approach, i.e. “Backcourse Localizer.”
Auto Pilot light – if an autoflight failure affects only the active mode, the autopilot will remain engaged in an
attitude stabilizing mode, the discrete Auto Pilot light will illuminate and an amber line will be drawn through the
degraded mode annunciation. If the fault is not common to all autopilots, a different autopilot may be operational
and should be selected.
A/P Disconnect light – an autopilot was automatically or manually disconnected.
A/T Disconnect light – the autothrottles were disconnected.
Three independent Flight Control Computers (FCCs) control three independent sets of autopilot servos to the
ailerons and elevators.
Autopilot rudder control is used only during multiple-autopilot ILS approaches.
Nosewheel steering is used by the autopilot during landing rollout after an autoland.
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During an ILS approach with all three autopilots engaged, separate electrical power sources power the three FCCs
and autopilots. The left autopilot is on the left main system, the center autopilot is on the battery/standby system
(Hot Battery bus and Standby AC bus through the standby inverter), and the right autopilot is on the right main
system. See the Electrical section for more information.
Changes to autoland status below 200' RA are inhibited except for a transition to NO AUTOLAND.
On takeoff, the flight director commands V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the
current speed remains above the target speed for 5 seconds, the target speed resets to the current speed up to a
maximum of V2 + 25 knots.
Go-Around arms in flight when the flaps are extended (flap lever not up) or at glideslope capture. Pressing a G/A
switch engages the autothrottles to provide a climb of at least 2,000 fpm, causes the autopilot and/or flight director
to command a climb at current airspeed or MCP airspeed, whichever is higher, and maintain the ground track at
time of engagement. If the airspeed increases above the initial target speed and remains there for 5 seconds, the
target speed resets to the current airspeed up to a maximum of MCP speed plus 25 knots. If the initial go-around
speed was above MCP speed plus 25 knots, that speed is maintained.
Elevator authority is limited during single autopilot operation, such as on a non-ILS approach, and may not be
sufficient to counteract pitch up or pitch down during go-around or level off under certain conditions. Always be
prepared to disconnect the autopilot and fly manually if necessary.
Altitude capture from a climb that requires a significant airspeed increase or thrust reduction may result in the
autopilot descending away from the selected altitude in an attempt to increase airspeed. Once again, always be
prepared to disconnect the autopilot and fly manually if necessary.
If LAND 2 is displayed on the ASA, the autopilot will automatically apply nose-up pitch trim as the airplane
descends below 330' RA for 757-200s and below 100' RA for 757-300s and 767s. If the autopilot is then
disengaged, it will take 20-30 pounds of forward pressure to counter the added pitch trim. If an automatic go-
around is accomplished, the added trim is automatically removed.
During an autoland, G/A is inhibited after 2 seconds at or below 5' RA. If a G/A switch is pushed after that time, the
flight director will command go-around pitch, but the autothrottles will not advance.
During a multiple-autopilot approach and missed approach, the autopilots control the rudder. If on single engine, be
prepared to manually apply rudder at the first change of either pitch or roll mode or if the autopilots are
disengaged because the rudder will quickly move to its trimmed position and the airplane will roll abruptly.
Communications
Nav Filter Selector – filters VOR, ADF and ILS audio:
• Voice – only voice transmissions can be heard
• Both – both voice and station identifiers can be heard
• Range – only station identifiers can be heard
The Flight Interphone switch on the overhead panel (if installed) connects the flight and cabin interphone systems
together.
The Service Interphone switch on the P-61 panel will add additional external (unpressurized area) headphone jacks
to the cabin interphone system. The jack on the APU ground control panel on the nosewheel strut is part of the
flight interphone system, however, and will work with the Service Interphone switch off.
The Alert Call switch calls all flight attendant stations.
The Cockpit Voice Recorder (CVR) records continuously when electrical power is applied to the airplane. During a
test, the needle (if installed) displaces to the green band if all four channels are operating. To erase the CVR, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
HF radios (if installed) use a common antenna. When one radio is transmitting, the antenna is disconnected from the
other radio and it cannot be used to transmit or receive. Both radios can receive simultaneously, however, if
neither is transmitting. Decreasing HF sensitivity too far prevents reception, including SELCAL reception.
Cabin PA priorities:
• flight deck announcements
• cabin announcements made from a flight attendant station
• pre-recorded announcements
• boarding music
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Electrical
Simplified Electrical System
This diagram does not show all electrical components, such as the HDG and AC Transfer busses, if installed. It also
shows a Center AC and a Center DC bus that are not mentioned in Volume 2 but help explain bus separation and
bus isolation during ILS approaches. Source: Delta Ground School Handouts.
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The entire airplane electrical load can be powered by any two airplane AC power sources (left IDG, right IDG, APU
generator) or by external power.
Power sources operate isolated from each other.
An Integrated Drive Generator (IDG) incorporates a generator and a constant speed drive in a single casing.
The right IDG normally powers the right AC bus and the left IDG normally powers the left AC bus.
The APU generator is electrically identical to the IDG generators and can power either or both main AC busses and
may be used in flight as a replacement for a failed IDG.
The priority for powering main AC busses is the respective IDG, APU generator and then the opposite IDG.
If the APU is started with the APU Generator Control Switch on, the APU will automatically power both main AC
busses only if they are unpowered. The APU will not automatically disconnect other power sources. For example,
if external power is powering the main AC busses and APU power becomes available, external power will
continue powering the busses until deselected.
If starting an engine with external power connected, the engine generator will automatically take over its busses,
leaving the opposite busses on external power. If the second engine is started while on external power, its
generator will automatically take over its busses and the external power On light will extinguish. The Avail light
will be on until external power is removed. There is no load shedding during engine start from external power.
If starting an engine with APU power, the engine will automatically take over its busses, leaving the opposite busses
on the APU. Both Utility busses will shed during start of the first engine and re-power once the engine is
supplying power. During start of the second engine, only the Utility bus on that side will shed and automatically
re-power once the engine is supplying power. That engine will also automatically power its busses after engine
start and the APU will be disconnected, however the APU generator Off light will not illuminate and the APU will
continue running.
The main purpose of the bus tie system is to make sure the AC and DC busses are powered by any available source.
Functions of the bus tie system (PPI+3):
• prevents paralleling
• powers AC busses
• isolates faults
• allows the DC bus tie breaker to close with the loss of DC power
• allows the Captain’s flight instruments to remain powered with loss of the left AC bus
• allows the First Officer’s flight instruments to remain powered with loss of the right AC bus
A fault on a bus will illuminate the bus tie Isolation light and lock the bus tie breaker open, unpowering the bus. The
bus tie breaker will not close until the fault is corrected.
The Captain’s flight instruments are powered by the Captain’s Flight Instrument Transfer bus, which is normally
powered by the left AC bus. The First Officer’s flight instruments are powered by the First Officer’s Flight
Instrument Transfer bus, which is normally powered by the right AC bus. If the Bus Tie switches are in Auto and a
main AC bus becomes unpowered, the affected Flight Instrument Transfer bus automatically switches to the other
main AC bus and remains powered.
The left and right Utility busses are powered by their respective main AC busses.
Galley busses are powered by their respective Utility busses.
The Ground Handling Bus provides power for cargo doors, cargo handling and fuel servicing. It can only be
powered on the ground by either the APU or external power and will be powered whenever the APU is running or
when the external power Avail light is illuminated. The APU or external power does not have to be selected. If
starting at the gate with an inop APU, late bags cannot be added to the forward or aft cargo compartments after
pushback because neither the APU or external power is available.
The Ground Service bus powers the main battery charger, the APU battery charger and misc. cabin and system
loads. (BELL: battery chargers, equipment cooling fan, left forward boost pump, lights.) It is normally powered by
the right AC bus whenever the right electrical system is powered. If the right electrical system is not powered, the
ground service switch on the forward flight attendant panel will switch the Ground Service bus to the Ground
Handling bus and allow the APU or external power to power it on the ground.
Autopilot power sources:
• the left and center autopilots are normally powered by the left main system and the right autopilot is normally
powered by the right main system
• when Approach mode is selected at any altitude, the autopilot power sources separate (Bus Separation). The
left main system powers the left autopilot and the Captain’s Flight Instrument Transfer bus. The right main
system powers the right autopilot and the First Officer’s Flight Instrument Transfer bus, and the
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battery/standby system (Hot Battery bus and Standby AC bus through the standby inverter) powers the center
autopilot.
• if a single generator fails above 200' RA on the approach, the bus tie breakers close to power the unpowered
AC and DC busses, the center autopilot switches back to the left main system and NO LAND 3 appears on the
Autoland Status Annunciator (ASA)
• below 200' RA on the approach, the bus tie breakers will not close if a generator is lost (Bus Isolation). The left
or right AC bus and the associated left or right autopilot will remain unpowered, the flight instruments will
remain powered through the Flight Instrument Transfer bus system, and the autoland will continue using only
two autopilots. The ASA is inhibited from changing to NO LAND 3 below 200' RA, but it can change to NO
AUTOLAND if additional failures occur.
• if the APU is running, it can power an unpowered left or right AC bus in the event of a generator failure
• Bus Separation and Bus Isolation only occur on ILS approaches after Approach mode is selected
• when the autopilots are disengaged or when another pitch or roll mode is selected after an autopilot go-around
is performed, the electrical system reverts to normal, non-isolated operation
Bus Separation – if you’re “separated,” you might get back together.
Bus Isolation – if you’re “isolated,” you won’t get back together and your wife gets the house.
Electrical load shedding occurs automatically to ensure power is available to critical and essential equipment.
The load shedding priority is Galley busses first, then Utility busses. Utility busses are followed by individual
equipment items powered by the main AC busses. When additional power becomes available, systems are restored
in the opposite order.
Load shedding examples:
• C2 electric hydraulic pump prior to engine start
• center tank fuel pumps prior to engine start
• Utility bus or buses during engine start
• Utility busses after a generator or engine failure
• center tank fuel pump after an engine failure
• cabin ceiling lights after an engine failure
Utility bus load shedding conditions (BOSS):
B – both thrust levers advanced to the takeoff range on the ground when on a single power source
O – overload (electrical loads exceed the power available)
S – starting engines with the APU providing electrical power
S – single generator in flight (the cabin will go dark)
DC busses are powered by Transformer-Rectifier Units (TRUs) which are powered by their respective main AC bus.
If a TRU fails, its DC bus is powered by the opposite DC bus through the DC bus tie if the Bus Tie switches are in
Auto. There are no flight deck controls for the main DC system.
If the Standby Power switch is in Auto, the left DC bus powers the Battery bus, which powers the Standby DC bus.
With the Battery switch on and the Standby Power switch in Auto, the main aircraft battery can act as a backup
source of power for the Hot Battery bus, Battery bus, Standby DC bus, and Standby AC bus through the standby
inverter for approximately 30 minutes (90 minutes for some airplanes) after the loss of all generators. Flight
beyond 30 minutes (90 minutes for some airplanes) in this situation will result in complete electrical failure. (On
some aircraft, the battery should never be the only source of electric power due to the Hydraulic Driven
Generator.)
On a 767, complete electrical failure will result in the inability to extend the gear and flaps because the ADP
requires DC power to operate and when the battery is depleted, the ADP air supply valve will close and the center
hydraulic system will depressurize. Gear and flaps will not extend by either the normal or alternate method if this
happens. (Center system hydraulics will not be available for normal gear and flap extension and electric power
will not be available for alternate gear extension.)
If the airplane is on Standby power, all the CRT screens will be blank. (“Nobody can watch TV.”) If any CRT
screen is powered (“If anybody can watch TV”), the airplane is not on Standby power.
Normally the IRUs operate on AC power from the left and right electrical systems and the main aircraft battery is an
alternate power source. The ON DC light illuminates if the AC power source is lost and DC power is being used.
The DC FAIL light illuminates if the DC power source is lost and normal AC power is being used. Both lights will
be extinguished if both AC and DC power are either available or not available.
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Aircraft without an HDG – on Standby power, the left and center IRUs will shut down after 5 minutes to save
battery power and the right IRU will operate until the battery is depleted. (The right IRU is needed to provide
heading information to the Captain’s RDMI card, which is available on Standby power.)
Aircraft with an HDG – on Standby power, the right IRU will shut down after 5 minutes to save battery power and
the left and center IRUs will continue operating until battery depletion. If the HDG is operating, however, the
aircraft will not be on Standby power and the left IRU will be powered by the Left AC Transfer Bus and the center
IRU will be powered by the Hot Battery Bus.
With the aircraft powered normally, turning the Standby Power switch off will only unpower the Standby AC and
DC busses.
The Battery position on the Standby Power switch insures the battery can power the Standby busses in case the
automatic feature fails. It also disconnects the battery charger from the battery system, so the Standby busses will
be powered by the battery even if normal power is available. In this case, the Standby busses will be unpowered
when the battery is depleted after 30 minutes (90 minutes for some airplanes) even though generator power may be
available, however airplanes are being modified so the battery charger will remain connected with the switch in
the Battery position so the battery will not be depleted.
The battery/standby system consists of:
• the Hot Battery bus
• the Battery bus (4 busses)
• the Standby AC bus
• the Standby DC bus
The Hot Battery bus powers items that must be continuously powered, such as the clock, and is powered by the main
battery prior to establishing electrical power. After establishing electrical power, the Hot Battery bus is powered
by the main battery charger which is powered by the Ground Service bus, which is powered by either the right AC
bus or the Ground Handling bus.
The Battery bus is powered by the main battery through the Hot Battery bus prior to establishing electrical power if
the Battery Switch is on. After establishing electrical power, the left DC bus powers the Battery bus and the main
battery provides a backup source of power through the Hot Battery bus.
The Standby AC bus is normally powered by the left AC bus, but can be powered by the main battery through the
Hot Battery bus, Battery bus and standby inverter. If the Standby Power Selector is in BAT, the main battery
powers the Standby AC bus through the standby inverter and the battery charger is removed from the circuit on
unmodified airplanes.
The Standby DC bus is normally powered by the left DC bus through the Battery bus, but can be powered by the
main battery through the Hot Battery bus and Battery bus. If the Standby Power Selector is in BAT, the main
battery powers the Standby DC bus and the battery charger is removed from the circuit on unmodified airplanes.
On the 757-300, the main battery and the APU battery are paralleled to power the battery/standby system if
necessary. The combined batteries will last 90 minutes instead of 30 minutes for the main battery alone.
Items available on Standby Power until battery depletion:
• adequate lighting • center ILS
• all IRUs for 5 minutes • Captain’s marker beacon lights
• either the right IRU or the left and center IRUs • Captain’s RDMI card and number 1 needle
after 5 minutes • gear handle and half the green gear down lights
• fuel quantity indications • flap operation but no indication
• manual pressurization controls and indicators • alternate stab trim
• left VOR (no DME) • manual speedbrakes
• Master Warning and Caution • fire detection and protection
• standby flight instruments • left VHF comm
• standby engine instruments • PA
• engine oil pressure lights • interphone
APU and Engine Generator Control switches arm the generator breakers to close automatically when generator
power is available. Turning the switch off opens the generator breaker and resets fault trip circuitry. The switches
are normally left on.
The APU Generator Off light indicates the APU generator breaker is open due to a fault with the APU running or
the switch is selected off. The light is normally off when the APU is off.
The Engine Generator Off light indicates the engine generator breaker is open due to a fault or the engine is shut
down. The light is normally on when the engine is shut down.
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Bus Tie Switches in Auto:
• arm the automatic AC bus tie circuits
• arm the automatic DC bus tie circuits
• arm the automatic Flight Instrument Transfer bus circuits
Turning the Bus Tie Switches Off commands the AC bus tie, the DC bus tie and the Flight Instrument Transfer bus
tie to open and resets fault trip circuitry.
The AC Bus Isolation light indicates the bus tie switch is off or a fault has occurred automatically opening the bus
tie breakers and isolating the busses.
The AC Bus Off light indicates the left or right main AC bus is unpowered.
The External Power Avail light indicates external power is plugged in and power quality is acceptable.
The External Power On light indicates external power is powering a bus or busses.
The External Power switch manually applies or removes external power from the electrical system. It has priority
and will trip off any existing power source.
Utility Bus switches connect or disconnect the Utility busses and Galley busses from the main AC busses and reset
overload and load shed circuitry.
The Utility Bus Off lights indicate the Utility busses and Galley busses are unpowered.
The Generator Drive lights indicate high oil temperature or low oil pressure in the Integrated Drive Generator
(IDG).
Generator Drive Disconnect switches disconnect the IDG from the engine. IDGs can only be reconnected on the
ground.
The Battery Switch On allows the main battery to power the Battery bus and the Standby AC and DC busses if main
AC power is lost. It also allows the APU to be started.
The Battery Switch Off light indicates the battery switch is off.
The battery discharge light indicates the battery is discharging.
If the main battery is the only source of electrical power, it should power the standby system for approximately 30
minutes (90 minutes on some airplanes). On the 767, when the battery is depleted after 30 minutes, the gear and
flaps cannot be lowered.
Standby Power Selector:
• Off – Standby AC and DC busses are unpowered
• Auto – Standby AC and DC busses automatically transfer to battery power if normal AC power is lost
• Bat – Standby AC and DC busses are manually connected to the main battery even if normal power is available
The Standby Power Bus Off light indicates the Standby AC and/or Standby DC bus is unpowered.
767ER Differences
The 767ER and a few domestic 767s have a Hydraulic Driven Generator (HDG) as an additional source of electric
power. If both main AC busses are lost, after a 10-15 second delay, the HDG will automatically power the busses
necessary for ETOPS operation, including either the Captain’s or First Officer’s EFIS, without a time limit. The
Air-driven Demand Pump (ADP) will turn on anytime the HDG is operating because the center electric hydraulic
pumps will be unpowered. The HDG will automatically shut down if power from an engine generator or the APU
is restored. If the HDG fails, the aircraft main battery will power the Hot Battery bus, the Battery bus and Standby
AC and Standby DC busses for 30 minutes. Only standby flight instruments and other items powered by Standby
Power will be available in that case.
The HDG is powered by the center hydraulic system and starts automatically if both left and right AC busses are
unpowered. The HDG provides power to:
• the Hot Battery bus
• the Battery bus
• the Standby AC bus (7 busses)
• the Standby DC bus
• the left AC Transfer bus
• the right AC Transfer bus
• either the Captain’s or First Officer’s Flight Instrument Transfer bus
The HDG provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Left and right AC Transfer busses power items necessary for ETOPS that are not powered by the battery/standby
system. They are normally powered by the left and right AC busses but will be powered by the hydraulic driven
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generator if both AC busses are unpowered. They do not transfer to the opposite main bus like the Flight
Instrument Transfer busses, but only to the HDG if both main AC busses are unpowered.
Flight Instrument Transfer Busses – if power is lost to both main AC busses, either the Captain’s or the First
Officer’s flight instruments are powered by the HDG depending on the position of the Flight Instrument Bus
Power switch. If the switch is off, the Captain’s instruments will be powered. If the switch is placed to the ALTN
position, the First Officer’s flight instruments will be powered after a 10-15 second loss of all electronic flight
instruments.
If on HDG power, the EFIS screens may blank on a go-around as the gear is retracted.
757 Differences
757 aircraft certified for ETOPS also have an HDG as an additional source of electrical power. It is powered by the
left hydraulic system and activates automatically (10-15 second delay) when both left and right main AC busses
are unpowered.
The HDG on the 757 supplies power to the same seven busses as the HDG on the 767ER, with one exception. There
is no Flight Instrument Bus Power switch on the 757. If the HDG is operating, it will provide power to the
Captain’s Flight Instrument Transfer bus with no option to power the First Officer’s instruments.
The 757 HDG also provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Electrical System Summary
Bus or Component Normal Power Source Backup Power Source(s)

Left AC bus Left IDG APU or right AC bus through the bus tie
Right AC bus Right IDG APU or left AC bus through the bus tie
Capt Flt Inst Transfer bus Left AC bus Right AC bus or HDG if both busses unpowered*
F/O Flt Inst Transfer bus Right AC bus Left AC bus or HDG if both busses unpowered*
Ground Service bus Right AC bus Ground Handling bus through switch on F/A panel
Ground Handling bus External power or APU None, only powered on the ground
Left Utility bus Left AC bus None
Right Utility bus Right AC bus None
Left Galley bus Left Utility bus None
Right Galley bus Right Utility bus None
Left TRU Left AC bus None
Right TRU Right AC bus None
Left DC bus Left TRU Right DC bus through the bus tie
Right DC bus Right TRU Left DC bus through the bus tie
Main Battery Charger Ground Service bus None
APU Battery Charger Ground Service bus None
Hot Battery bus Main Battery Charger Main Battery or HDG**
Battery bus Left DC bus Main Battery through the Hot Battery bus or HDG**
Standby AC bus Left AC bus Main Battery through Standby Inverter or HDG**
Standby DC bus Battery bus Main Battery or HDG**
HDG Aircraft Only
Left AC Transfer bus Left AC bus HDG only if both AC busses unpowered
Right AC Transfer bus Right AC bus HDG only if both AC busses unpowered
* Either the Captain’s or First Officer’s Flight Instrument Transfer bus on 767 aircraft with an HDG installed. On
the 757 with an HDG installed, only the Captain’s Flight Instrument Transfer bus can be powered from the HDG.
** If installed.
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Engines
The 757-200 is powered by two Pratt & Whitney PW2037 engines rated at 37,000 pounds of takeoff thrust each.
The 757-300 is powered by two Pratt & Whitney PW2040 engines rated at 40,000 pounds of takeoff thrust each.
Most domestic 767s are powered by two General Electric CF6-80A2 engines rated at 49,200 pounds of takeoff
thrust each but some domestic 767s are powered by two Pratt & Whitney PW4060 engines rated at 60,200 pounds
of takeoff thrust each.
767ERs are powered either by two General Electric CF6-80C2 engines or by two Pratt & Whitney PW4060 engines,
both of which are rated at 60,200 pounds of takeoff thrust each.
The N1 and N2 rotors are mechanically independent. The N2 rotor drives the accessory gearbox.
EPR, N1 and EGT are the primary engine indications for Pratt & Whitney engines and N1 and EGT are the primary
engine indications for General Electric engines. Primary engine indications are always displayed on the upper
EICAS display.
Secondary engine indications (N2, fuel flow, oil pressure, oil temperature, oil quantity and vibration) are
automatically displayed on the lower EICAS display when:
• the displays initially receive electrical power
• a secondary engine parameter is exceeded
TAI will be displayed near the N1 indicator on EICAS when engine anti-ice is on.
On the 757, if only a single source of engine bleed air is available, a TAI bug will be displayed on the appropriate
N1 gauge showing the minimum N1 required for anti-ice operation.
Normal operating ranges are displayed on engine instruments in white.
Oil pressure (except 767 P&W engines) and oil temperature have caution ranges indicated by amber bands. If the
caution range is reached, the readout, readout box and pointer all change to amber.
EGT has a max continuous limit indicated by an amber band. If EGT reaches the max continuous limit, the readout,
readout box, pointer and dial all change to amber, however the EGT indication is inhibited from changing to
amber for five minutes during takeoff or go-around. On some engines, the inhibit is extended to 10 minutes after
an engine failure.
N1, EGT, N2, oil pressure and oil temperature have operating limits indicated by red lines. If an operating limit is
reached, the readout, readout box and pointer all change to red.
Maximum EPR or maximum N1 is the maximum certified thrust limit for all phases of flight and varies with
ambient conditions. It is calculated by the Electronic Engine Controller (EEC) or the Thrust Management
Computer (TMC). If the EEC is operating normally, the thrust levers can be moved to the full forward stop and
max EPR or max N1 will not be exceeded.
Maximum EPR/N1 is indicated by an amber line on the EPR/N1 dial and indications do not change color when the
maximum is reached.
The “crow’s foot” is the reference or target EPR/N1. If it’s green, it’s a reference EPR/N1 calculated by the Thrust
Management Computer. If it’s magenta, it’s a target EPR/N1 calculated by the FMC.
The command sector is a white band that shows the difference between commanded thrust and actual thrust during
throttle movement.
REV is displayed above the EPR/N1 gauge when the reverser is activated. It will be amber when the reverser is in
transit and green when the reverser is fully deployed.
The Thrust Management Computer calculates the reference EPR/N1 for takeoff, climb, cruise, continuous and
go-around thrust. These modes can be selected on the Thrust Mode Select Panel (TMSP).
Assumed temperature for a reduced power takeoff may be set on the TMSP or in the FMS.
Reference EPR/N1 can be manually set for one or both engines using the knob on the engine indication control
panel, however the autothrottles will not respond to a manually set EPR/N1.
Electronic Engine Controller (EEC) Summary:
• all EECs are powered by a dedicated permanent magnet alternator which is independent of airplane power
• all EECs are Full Authority Digital Electronic Control (FADEC) except on domestic 767s with GE engines
(engines with the On-Inop switch). The thrust system on those airplanes is a hydromechanical engine fuel
control with an EEC unit that provides trim inputs to drive the engine to an EEC-computed thrust level
• EPR is the primary mode for P&W engines and N1 is the primary mode for GE engines
• autothrottles need the primary mode. If the primary mode is lost, the autothrottles won’t work.
• on the 757, the EEC switch is a power switch. It allows maintenance to power the EEC with ship’s power.
• on the domestic 767s with GE engines, the EEC switch is an On-Off switch
• on the 767ER (P&W and GE), the EEC switch is a mode switch. It allows switching to the Alternate mode
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• no EECs will prevent EGT overtemps
• P&W EECs will prevent EPR overboosts
• all EECs will prevent N1 and N2 overspeeds
• EECs on 767ER aircraft have Supplemental Control Units to automatically transfer EEC power to the Hot
Battery bus if the permanent magnet alternator fails
On most 757s, if N2 overspeeds to 105% due to a malfunction, the engine will roll back to 85% N2 and be
uncontrollable. The throttle will not control the engine and the engine will remain at 85% N2 until shut down. That
would be exciting on takeoff and, according to a ground school instructor, every time it’s happened the airplane
ran off the runway. On some airplanes with a more advanced fuel control unit, however, throttle control of the
engine may be regained after the roll back. There is no way for a pilot to tell which fuel control unit is installed.
On the 767 P&W, if N2 overspeeds due to a malfunction, the engine rolls back to idle.
On the 757, the fuel control selects minimum ground idle, minimum flight idle and approach idle, as necessary.
On the 767, there are only two idle speeds and the EEC selects either minimum idle or approach idle as necessary.
On some airplanes, rotating the engine start selectors to CONT will manually select approach idle.
With the Standby Engine Indicator switch in Auto, the display will be blank with AC power on the airplane and
EICAS is operative, but standby engine indications will be automatically displayed when:
• AC power is lost (i.e. on Standby power)
• EICAS has failed
• either CRT has failed and Status is selected on the ground
On all airplanes, the start valves are downstream of the engine bleed valves. You can start an engine with its bleed
valve closed, which is what we normally do.
A max start limit (red radial) is displayed on the EGT indicator when the fuel control is in Cutoff and remains
displayed during start until the engine stabilizes in idle. (Not really; it often disappears before the EGT peaks.) The
EGT indication changes to red if the EGT start limit is reached during starting.
During start, the Engine Start Selectors control the start valve and the Fuel Control Switches control ignition and
fuel flow.
Minimum N2 for selecting Run during start is displayed as a magenta “Fuel On” command bug on the N2 indicator,
even though normal fuel-on N2 is 25%.
Max motoring speed is defined as when engine acceleration is less than 1% in 5 seconds.
Placing the Fuel Control Switch to Run opens engine and spar fuel valves and activates selected igniters if armed.
The Engine Start Valve light indicates the start valve is not in the commanded position or the valve is open with N2
above 50%.
Igniter Selector:
• 757s and some 767s – selects one igniter (1 or 2) or both igniters in each engine to operate when directed by
the Engine Start Selector
• some 767s – selects one igniter (Single) or both igniters in each engine to operate when directed by the Engine
Start Selector. In Single, the igniter automatically alternates with each engine start.
• on all airplanes, both igniters operate when the Engine Start Selector is in FLT regardless of this switch
position
Engine Start Selector:
• GND – opens the start valve and arms the selected igniter(s). It is magnetically held until 50% N2.
• AUTO – released to AUTO at 50% N2 on start. Closes the start valve and terminates ignition. Selected igniters
(one or both) operate when flaps are extended (flap lever not up) or when the engine anti-ice is on.
• OFF – no ignition
• CONT – selected igniters (one or both) operate continuously. No time limit.
• FLT – both igniters operate continuously regardless of Ignition Selector position. No time limit.
Starter Duty Cycle:
• continuous for 5 minutes
• cool 30 seconds for each minute of operation
Stable start – 1, 2, 3, 6, 1 on the engine instruments for EPR (if installed), N1, EGT, N2 and fuel flow respectively.
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Starter Re-Engagement:
• recommended starter re-engagement speed (moving Engine Start Selector to GND) is 0% N2
• normal starter re-engagement speed is 0-20% N2
• engaging the starter with N2 above 20% is not recommended except in case of fire
• engaging the starter with N2 above 30% may result in starter or gearbox damage
The Inflight Start Envelope is displayed inflight when the fire handle is in, the fuel control switch is in cutoff, N2 is
below idle, and both Primary and Secondary EICAS screens are displayed. If the current airspeed is too low for a
windmilling start, X-BLD is displayed above the N2 gauge and the Fuel On command bug is displayed on the N2
gauge.
Some 767s with GE engines have an auto relight feature. In flight or on the ground, if N2 drops below idle speed,
the EEC will energize both igniters in that engine.
Each engine has two igniters. Dual igniters are always used for inflight starts.
Main AC is the normal power source for the igniters and Standby AC is the backup source.
Engine and Spar fuel valves are controlled by the fuel control switch and the fire handle.
Eng Valve and Spar Valve lights illuminate momentarily as the valves open or close. Constant illumination indicates
the valve does not agree with the commanded position.
Fuel filters and oil filters will bypass if they become clogged.
767s and some 757s display an EICAS message if a fuel filter is clogged, but on some 757s, the only indication of a
clogged fuel filter is a Status message.
Oil heats the fuel and fuel cools the oil in the fuel/oil heat exchanger. Automatic full-time fuel heat.
There are two independent oil pressure sensors. One supplies information to the oil pressure gauge and the other
supplies information to the discrete oil pressure light on the forward panel and for the EICAS low oil pressure
message. Actual low oil pressure would show on all three.
The white band at the bottom of the oil quantity indication is for crew awareness only. There is no minimum oil
quantity inflight, so there are no flight crew procedures based solely on low oil quantity.
Thrust Reversers are hydraulically operated on the 757 and some 767s, and pneumatically operated on some 767s.
They are available only on the ground. An interlock prevents inadvertent actuation and electromechanical locks
protect in the event of additional system failures.
767s have an auto restow feature to apply hydraulic or pneumatic pressure if an uncommanded thrust reverser
unlock is sensed.
When the reverse thrust levers are pulled aft to the interlock position, the autothrottles disengage, if engaged, and the
speedbrakes deploy if not already deployed.
On the 767, the REV ISLN light above the fuel control switches indicates a fault is detected in the thrust reverser
system. It will be accompanied by a REV ISLN VAL EICAS message. Additional system failures may cause
inflight deployment, however the light and the associated EICAS messages are inhibited in flight. On the 757,
there is no discrete light above the fuel control switches, but the EICAS message will be displayed if on the
ground.
On the Vibration indicator, the vibration source with the highest vibration (N1 or N2 for P&W engines; FAN, LPT
or N2 for GE engines), is displayed. If the vibration source is unknown, the average vibration is displayed and BB,
for “broadband,” is indicated.
There are no vibration limitations and no flight crew procedures based solely on vibration indications.
APU
The APU generator can supply power for all of the airplane’s electrical needs up to the maximum operating altitude.
The APU can also supply bleed air to run both air conditioning packs or start a single engine. Bleed air is available
up to approximately 17,000 feet.
Fuel is provided from the left wing tank through a DC fuel pump if only battery power is available or from the left
forward AC fuel pump if AC power is available.
The aircraft battery (with the Battery switch On) and the APU battery are required to start the APU on the ground.
The purpose of the APU battery is to start the APU without draining the aircraft battery.
Placing the APU switch to Start begins a start cycle which opens the APU inlet door, opens the APU fuel valve and
turns on the AC or DC electric fuel pump. The APU Fault light will flash momentarily during start as the fuel
valve opens. The Run light will flash twice, the first time is a self-test and the second time is starter engagement.
The APU Run light will illuminate when the APU is at operating speed.
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The APU starter duty cycle is three start attempts in a 60-minute period.
Turning the APU switch off will close the APU bleed valve if open and start a 90 second cool down. If the APU
bleed valve has been closed for 90 seconds or more before the switch is turned off, the APU will shut down
immediately.
The APU Fault light will illuminate momentarily during start and shut down as the fuel valve opens or closes.
If the APU is turned off and the APU Run light is still illuminated (during the cool down), turning the switch to Start
and releasing it to On will cancel the shutdown signal and the APU will keep running.
If a fault is detected, the APU Fault light on the APU panel and an APU FAULT EICAS message will illuminate
and the APU will shut down without the 90-second cooling period.
The APU Fault light and APU FAULT EICAS message are inhibited when the APU switch is Off.
The fault system can be reset by turning the APU switch to Off and then back to On. If the Fault light is
extinguished after selecting On, one restart may be attempted. However, if an APU Fuel Valve message is
displayed on EICAS, the fuel valve disagrees with the commanded position and a restart should not be attempted.
The APU will shut down automatically without the 90-second cool down if a fire is detected when on the ground
with both engines shut down.
Fire Protection
The discrete Fire Warning light on the forward panel indicates an engine, APU, wheel well or cargo fire is detected.
The discrete Wheel Well Fire warning light on the forward panel indicates a fire is detected in one or both main gear
wheel wells. There is no detection in the nose gear wheel well. (Because there are no brakes on the nose wheels.)
The Engine Overheat light on the Engine Fire Panel indicates an engine overheat is detected.
The Engine Fire Warning light in the Engine Fire Switch indicates an engine fire is detected.
The Fuel Control Switch Fire light indicates an engine fire is detected.
The Engine Bottle Discharged light indicates the bottle has discharged or has low pressure.
Engine Fire Switch:
• arms both engine fire bottles
• silences the fire bell
• closes the engine and spar fuel valves (6 items)
• closes the engine bleed valve
• trips the generator
• shuts off hydraulic fluid to the engine-driven hydraulic pump
The APU Fire Bottle Discharged light on the Cargo and APU Fire Panel indicates the bottle has discharged or has
low pressure.
The APU Fire Warning light in the APU Fire Switch indicates an APU fire is detected.
APU Fire switch:
• arms the APU fire bottle(s)
• shuts down the APU (6 items)
• closes the APU fuel valve
• closes the APU bleed valve
• trips the APU generator
The Cargo Fire Warning light indicates smoke is detected in the associated cargo compartment (FWD or AFT).
The Cargo Fire Bottle Discharged light indicates the bottle has discharged or has low pressure.
Forward Cargo Fire Arm switch:
• arms all cargo fire bottles for the forward cargo compartment
• turns off both recirc fans
Aft Cargo Fire Arm switch:
• arms all cargo fire bottles for the aft cargo compartment
• turns off the right recirc fan on the 757 and both recirc fans on the 767
• inhibits high flow from both packs (767 only)
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Summary of Cargo Fire Arm switches: “bells, bottles, fans and valves”
• bells – silences the fire bell
• bottles – arms all fire bottles
• fans
§ on the 757, turns off both recirc fans if the forward cargo compartment is armed and only the right recirc
fan if the aft cargo compartment is armed. The left recirc fan is part of the E/E cooling system, so Boeing
wants it on if possible. It will be turned off for a fire warning (smoke) in the forward cargo compartment
because that’s close to the E/E compartment, but not for a fire warning in the aft cargo compartment.
§ on the 767, E/E cooling is not a problem, so both recirc fans turn off for a fire warning in either the forward
or aft cargo compartments
• valves
§ on the 757, the E/E compartment overboard exhaust valve will latch open if the left recirc fan is turned off
(forward cargo compartment fire warning only)
§ on the 767, all cargo compartment inflow and outflow valves close to avoid feeding the fire with oxygen
and to keep Halon from the fire bottles inside the compartment
There are fire detection and extinguishing systems for the engines, APU, cargo compartments and lavs, and overheat
detection systems for the engines, struts and pneumatic ducts in the wing and body areas.
Fire and overheat bells and beepers can be silenced, but warning or caution lights remain illuminated as long as the
fire or overheat is detected.
The SYS FAIL light indicates complete failure of the detection system for an engine fire, engine overheat, APU fire
or cargo fire detection system, but not for the wheel well fire detection system. Note the vertical white line on the
Fire/Overheat Test Panel between the WHL WELL test switch and the ENG/APU/CARGO test switch. It indicates
the wheel well detection system is not included in system fail monitoring.
The System Fail Reset switch extinguishes the Fail light and resets the system to monitor the other non-failed
fire/overheat systems.
The engines have two detector loops in each nacelle that detect both fire and overheat. A fire is a warning and an
overheat is a caution. Both loops must sense a fire or overheat before the signal is sent.
The APU has two detector loops in the APU compartment that detect fire only. Both loops must sense a fire before
the signal is sent.
Each cargo compartment has two smoke detectors. Both detectors must sense a fire (detect smoke) before a fire
signal is sent.
The main wheel wells have a single-loop fire detection system, but no extinguishing system (except lowering the
landing gear). The detection system will not trigger on hot brakes without an associated fire. The nose gear wheel
well does not have a detection system or an extinguishing system (except lowering the gear).
There are two engine fire bottles. Either or both bottles can be discharged into either engine.
Some airplanes have two APU fire bottles and some airplanes have only one APU fire bottle.
The APU automatically shuts down if a fire is detected on the ground if both engines are shut down.
In addition to the cockpit warnings for APU fire, the horn on the nose gear strut sounds intermittently and the fire
warning light on the APU ground control panel illuminates if a fire is detected on the ground.
The engine and APU fire switches are mechanically locked down to prevent inadvertent activation. If a fire is
detected, the switch is electrically unlocked and may be pulled up. The fire switch may also be manually unlocked
by pushing the override switch located beneath it.
On the 757-200, pressing the Number 1 cargo fire discharge switch discharges the first bottle into the selected
compartment immediately. The second bottle is manually discharged at a later time into the same compartment to
maintain the required concentration of extinguishing agent in the compartment.
On the 757-300 and 767, there is only one cargo fire discharge switch. Pressing the switch discharges the first bottle
into the selected compartment immediately. The second bottle is automatically discharged at a later time at a
reduced discharge rate into the same compartment. The 767ER actually has three fire extinguisher bottles. The
second and third ones are discharged automatically at a later time.
Since the cargo fire detectors detect smoke, the fire-extinguishing agent may cause the detectors to indicate a fire
still exists even after it has been extinguished.
Each lavatory has a single smoke detector that will sound in the lavatory if smoke is detected. Some 757-200 aircraft
will annunciate in the cabin as well and 757-300 aircraft have a LAV SMOKE light in the cockpit. Each lavatory
also has a single fire extinguisher in the waste container that will discharge automatically if necessary.
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The engine and APU fire detectors are continuously monitored for faults and tested automatically whenever power
is first applied or transferred from one source to another, and may also be tested manually with the test switch.
The cargo compartment smoke detectors are tested only when power is first applied or transferred from one source
to another or when tested manually with the test switch.
The wheel well fire detection system is not monitored and is tested only when the test switch is pressed.
Flight Controls
Moving the control column opposite the direction of trim will stop the stab from trimming.
Some airplanes have Alternate Stab Trim levers and some have Alternate Stab Trim switches on the control stand.
Both will override or neutralize conflicting trim commands. The levers mechanically signal stab movement and
the switches electrically signal stab movement.
The green band on the Stab Trim indicator indicates the allowable takeoff trim range.
An Off flag in the Stab Trim indicator means the indicator is inop. Missing data in the indicator means other
malfunctions exist.
With Stab Trim Cutout switches in Norm, hydraulic pressure is supplied to the related stab trim control module. In
Cutout, hydraulic pressure to the stab trim module is shut off.
The Unscheduled Stab Trim light indicates an uncommanded stabilizer motion is detected.
The Stab Trim light indicates the stabilizer trim rate is ½ the normal control wheel trim rate (only one trim module).
The Mach Speed Trim light (757 only) indicates the Mach/speed trim system is inoperative.
The Yaw Damper switches turn the yaw dampers on and off.
The Yaw Damper Inop light indicates the yaw damper is off or inoperative.
The Rudder Ratio light indicates the rudder ratio system has failed or left hydraulic system pressure is not available.
The Flight Control Shutoff switches on the Accessory panel open and close the flight control hydraulic valves to the
wings and tail.
The Speed Brakes light indicates the speedbrakes are extended while airborne with the flaps in a landing position or
when the radio altitude is 800 feet or below. On the 757-300 the light will also illuminate if the speedbrakes are
extended and an engine thrust lever is forward of flight idle for more than 15 seconds.
The Auto Speedbrake light indicates a fault is detected in the automatic speedbrake system or, on aircraft with
blended winglets, a fault in the speedbrake load activation system is detected.
The Spoilers light indicates one or more spoiler pairs are not in the commanded position.
The Aileron Lockout light (767 only) indicates the aileron lockout actuator disagrees with the commanded position.
The Trailing Edge light indicates a flap disagree or asymmetry exists or the flap load relief system is not operating
when required.
The Leading Edge light indicates a slat disagree or asymmetry exists.
There is no manual reversion on these airplanes.
Spoilers operate differentially to assist ailerons for roll control and symmetrically as speedbrakes.
The control columns and wheels are connected through jam override mechanisms. If a jam occurs, applying force to
the other column or wheel will overcome the jam, although some control effectiveness may be lost.
The rudder pedals are rigidly connected between the two sides.
All airplanes have two elevators, a moveable horizontal stabilizer, and a single rudder. The 757 has two ailerons and
ten spoilers. The 767 has four ailerons and 12 spoilers.
The 757 has a Mach/speed trim system that automatically moves the stabilizer when the autopilot is not engaged to
improve speed stability.
Aircraft with blended winglets have a Speedbrake Load Alleviation System to protect the wing from a high gross
weight, high speed, pitch up maneuver. Under certain circumstances, speedbrake lever travel is restricted to 50%.
If the speedbrake lever is moved past the 50% position, it will automatically return to 50%. The pilot may override
the system with additional force and hold the lever at positions greater than 50%. (Probably a bad idea.)
Two elevator feel systems provide artificial feel forces to the control columns. The 757 elevator feel system uses the
center and right hydraulic systems and the 767 elevator feel uses the left and center hydraulic systems. (These are
the same hydraulic systems used by stab trim and they’re printed on the console under the stab trim cutout
switches.) Mechanical springs provide elevator feel if both hydraulic systems to the elevator feel system are inop.
Stab trim is powered by the center and right hydraulic systems on the 757 and by the left and center hydraulic
systems on the 767. (Just look at the console; the hydraulic systems are printed under the cutout switches.) There
are two trim modules, one for each hydraulic source.
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The Stab Cutout switches can be used to remove hydraulic power to the trim control modules.
Types of trim:
• Electric trim uses the dual pitch trim switches on the control wheel
• Alternate trim uses the levers or switches on the control stand. Alternate trim overrides or neutralizes any other
conflicting trim inputs
• Automatic trim is used by the autopilot. Automatic trim uses only one control module and trims at ½ the
normal control wheel or alternate trim rate.
Mach/speed trim (757 only) applies automatic trim when the autopilot is not engaged using one control module at ½
the normal control wheel trim rate to improve speed stability. All other trim methods inhibit Mach/speed trim.
The left autopilot can only use the trim module under the left cutoff switch (center hydraulics on the 757, left
hydraulics on the 767) and the right autopilot can only use the trim module under the right cutoff switch (right
hydraulics on the 757, center hydraulics on the 767). The center autopilot, however, can use the trim module under
either cutoff switch.
If a single autopilot is engaged, electric trimming causes it to disengage.
If multiple autopilots are engaged, the electric trim switches are inhibited.
Alternate trimming does not cause autopilot disengagement, but will cause the Unscheduled Stab Trim light to
illuminate.
The Pitch Enhancement System (767 only) uses a hydraulic motor in the right hydraulic system to drive a pump in
the left system (a Power Transfer Unit) that uses trapped left trim fluid to trim the stabilizer. It automatically
operates if both left and center hydraulic systems fail and uses the electric trim switches to trim the stab at ¼ the
normal rate. Alternate and automatic trim will be inoperative.
Roll control is provided by ailerons and spoilers. Control wheel forces increase as control displacement increases.
One of the three hydraulic systems is necessary to set aileron trim.
If aileron trim is changed with an autopilot engaged, the control wheel and ailerons will move to the new trimmed
position when the autopilot is disengaged. Prohibited by airplane limitations.
The aileron lockout system (767 only) permits full travel of the outboard ailerons at low airspeeds and locks them
out at high airspeeds. The AIL LOCK light indicates the aileron lockout actuator is not in the commanded
position. There may be too much or too little movement of the outboard ailerons available.
The rudder ratio system uses left hydraulic pressure and inputs from the air data computer to reduce rudder
displacement at high airspeeds. The RUDDER RATIO light indicates the system has failed and the left hydraulic
actuator to the rudder has been automatically depressurized to reduce rudder throw at high airspeeds.
The yaw dampers improve turn coordination and Dutch roll damping. The Inop light illuminates when a yaw
damper is inoperative or when the IRUs are not aligned.
On the 757, the number 4 and 9 spoiler panels do not operate in flight, but all panels extend on the ground. On the
767, all panels extend both in flight and on the ground.
If the speedbrakes are armed, the lever will move to Up and the speedbrakes will extend on landing when the main
gear are on the ground (not tilted) and the thrust levers are at idle. If the speedbrakes are not armed, the lever will
move to UP and the speedbrakes will extend when on the ground (landing or rejected takeoff) and either thrust
lever is moved to the reverse idle detent.
The Auto Speedbrakes light will illuminate to indicate a fault in the auto speedbrake system that may result in the
loss of auto speedbrake extension. If the speedbrake lever is armed, the light may indicate a fault that could extend
the speedbrakes in flight. Place the lever in the Down position and operate the speedbrakes manually.
Flaps are measured in units, not degrees. Flaps 30 on a 767ER is much more extension than Flaps 30 on a domestic
airplane.
Flaps 1, 5, 15 and 20 are Boeing-allowed takeoff flap positions for the 757-200 and the 767. (Delta does not use
Flaps 1 for takeoff.) The 757-300 does not use Flaps 1 for takeoff. Flaps 25 and 30 are normal landing flap
positions. Flaps 20 is used for some non-normal landings.
757 Slat and Flap Sequencing:
• Up to 1: flaps move to 1, slats move to the midrange position after the flaps have moved some
• 1 to 5, 15 and 20: slats stay in the midrange position, flaps move to the commanded position
• 20 to 25: slats move to the landing position, flaps move to 25
• 25 to 30: slats stay in the landing position, flaps move to 30
• the sequence is reversed during flap retraction
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767 Slat and Flap Sequencing:
• Up to 1: slats move to the midrange position, flaps stay up
• 1 to 5, 15 and 20: slats stay in the midrange position, flaps move to the commanded position and inboard
ailerons droop
• 20 to 25: slats move to the landing position, flaps move to 25
• 25 to 30: slats stay in the landing position, flaps move to 30
• the sequence is reversed during flap retraction
The gate at Flaps 20 prevents inadvertent retraction of flaps beyond the go-around position. The gate at Flaps 1
prevents inadvertent retraction of the slats.
Flap Load Relief – on the 757 and a few 767s, if the flaps are at 30 and Flaps 30 speed is exceeded, the flaps
automatically retract to 25. On most 767s, if the flaps are at 25 or 30 and the placard airspeed is exceeded, the
flaps automatically retract to 20. The flaps will automatically re-extend when airspeed is reduced. If the Flap Load
Relief fails to operate when it should, the Trailing Edge light will illuminate and the FLAP LD RELIEF EICAS
message will display.
Autoslats (757 only) – if the slats are in the midrange position and a stall signal is received from the stall warning
system, the slats will automatically extend to the landing position. The slats will automatically retract to the
midrange position a few seconds after the stall signal is removed.
Control Column Nudger (767 only) – if the flaps are retracted and the angle of attack continues to increase after a
stall warning, a control column nudger moves the control column forward. Flaps must be up for the nudger to
operate.
The Alternate Flaps switch “removes hydraulic power and arms the selected electric actuator.” (Schoolhouse
answer.)
The Alternate Flap switches:
• disable normal control
• arm the alternate mode
• engage the electric motors
• the flap lever no longer controls both the flaps and slats (757) or the selected flaps or slats (767)
On the 757, there is only one hydraulic shutoff valve and either ALTN TE or LE switch shuts off hydraulics to both
the flaps and slats. The flap lever no longer controls the flaps and slats when either ALTN switch is selected.
On the 767, there are two hydraulic shutoff valves, one for the flaps and one for the slats. The ALTN switch shuts
off either the flaps or the slats, depending on which switch is selected. The flap lever will continue to control
whichever system is not selected.
Alternate flap and slat extension is limited to Flaps 20.
On the 757, the LE slats extend to the landing position at Flaps 20 when the alternate extension system is used.
Flap and slat operating times are greatly increased when using the alternate mode.
Flap and slat operating times are also greatly increased in the normal mode when the HDG is operating.
A Leading Edge Slat Disagree indicates the slats are not driving toward their commanded position and disagree with
the flap lever. On the 757, hydraulic power to both flaps and slats is automatically shut off. On the 767, hydraulic
power to the slats is automatically shut off.
A Leading Edge Slat Asymmetry indicates the slats are not extending symmetrically. On the 757, hydraulic power to
both flaps and slats is automatically shut off. On the 767, hydraulic power to the slats is automatically shut off.
A Trailing Edge Flap Disagree indicates the flaps are not driving toward their commanded position and disagree
with the flap lever. On the 757, hydraulic power to both flaps and slats is automatically shut off. On the 767,
hydraulic power to the flaps is automatically shut off.
A Trailing Edge Flap Asymmetry indicates the flaps are not extending symmetrically. On the 757, hydraulic power
to both flaps and slats is automatically shut off. On the 767, hydraulic power to the flaps is automatically shut off.
Leading Edge and/or Trailing Edge Disagreements may occur if the flap lever is out of a detent for an extended
period of time. In this case, putting the lever into the detent will solve the problem.
Flight Management and Navigation

The FMS is a “goes to” machine. It only goes direct to waypoints or goes inbound on a course to a waypoint. All
courses entered on the LEGS page must be courses inbound to a waypoint, never the radial away from a waypoint.
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Waypoint Format Examples:
• Place Radial/Distance – LAX090/50
• Place Radial/Place Radial – LAX360/SBA090
• Latitude and Longitude – N3739.5W08245.8
• Waypoints along route – LAX/50 or LAX/-25
Altitude Constraints on the Legs page:
• Cross at 2,000 or FL350 – enter 2000 or 350
• At or below 14,000 – enter /140B
• At or above 14,000 – enter /140A
• Between 14,000 and 16,000 – enter /140A160B (A before B – alphabetical order)
Speed constraints must be accompanied by an altitude constraint, but altitude constraints don’t require a speed
constraint.
When CLB DIR or DES DIR are executed, all altitude constraints between the airplane’s current altitude and the
MCP altitude are deleted and the airplane climbs or descends directly to the MCP altitude.
Any changes to a holding pattern made after entering holding will become effective after the airplane passes the
holding fix again, i.e. during the next turn in holding.
When Exit Hold is executed the airplane will turn immediately toward the holding fix, terminate the holding pattern,
and continue on the programmed route.
To delete a holding pattern before you get to it, use waypoint bypass or the delete waypoint procedure on the Hold
At line.
If the FMS Offset route is more than 2½ miles from the original course, the FMS computes a 45° intercept to it. If
the offset route is 2½ miles or less from the original course, the FMS computes a 10° intercept. The same intercept
angles are used when returning to the original route from an offset. To delete an offset, use the Delete key or enter
a 0 for the offset mileage on Route page 1.
Pressing the Activate button for RTE 2 automatically brings up the DIR/INTC page for Route 2 so you can select
the appropriate fix before executing the new route.
Fuel quantity USE prompts on Progress page 2 are only displayed if the difference between the Totalizer and
Calculated fuel is 3,000 pounds or more. There will be an alert message in the scratch pad directing you to
Progress page 2 in this case. (You might have a fuel leak.)
If an FMC fails, its associated LNAV and VNAV functions will be inop. Select the opposite autopilot and opposite
FMC to use LNAV and VNAV from the other FMC.
Some aircraft have two independent alternate navigation systems in case both FMCs fail. Select CDU-L and CDU-R
to access the IRS-based alternate navigation systems. Only the IRS-Legs page and IRS-Progress page will be
operational and all new waypoints must be entered as latitude and longitude.
Three Inertial Reference Units (IRUs) are installed on 757-200s and 767s. The 757-300 has three Air Data/Inertial
Reference Units (ADIRUs) that combine the functions of an IRU with an Air Data Computer (ADC).
The IRUs provide data to the RDMI, HSI, ADI and VSI. (You can remember this because IRU starts with “I” and
all the other instruments end with “I.”)
The left IRU provides data to the Captain’s ADI, HSI, VSI and the First Officer’s RDMI.
The right IRU provides data to the First Officer’s ADI, HSI, VSI and the Captain’s RDMI.
The center IRU is an alternate source of data for either or both pilot’s instruments.
Full alignment requires present position to be entered and takes 10 minutes to complete. Quick alignment takes 30
seconds. (Alignment actually depends on latitude. It will be faster than 10 minutes at the equator and the IRUs
won’t align at all at the North Pole.)
Track, wind and heading on the overhead IRS panel are all referenced to True North.
Flashing Align lights indicate:
• the IRUs have been in align mode for more than 10 minutes without a present position entered
• an incorrect present position was entered (a significant difference from the shutdown position)
• the airplane was moved during alignment
The ON DC light during alignment means the IRU is testing its backup source of DC power.
The ON DC light during operation means the IRU has lost its primary source of power (AC) and is operating on
backup DC power.
The DC FAIL light indicates the IRU has lost its backup source power (DC) but is operating normally on AC power.
After loss of both AC and DC power to the IRU, all lights for the IRU on the overhead panel will be out and flags
will appear in the affected instruments (ADI, HSI, VSI, opposite RDMI).
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The IRU FAULT light indicates a fault is detected and the IRU must be considered unreliable.
When on Standby power, some airplanes will depower the right IRU after 5 minutes and some airplanes will
depower the left and center IRUs after 5 minutes to save battery power. The remaining IRU or IRUs will stay
powered until battery depletion. Refer to the Differences section in Volume 1.
IRUs cannot be realigned in flight, but if power is restored after they have shut down, they can be re-powered and
used in Attitude mode. Maintain straight and level flight for 30 seconds while attitude is measured. Heading must
be entered manually on the overhead panel.
Two Air Data Computers (ADCs) are installed on 757-200s and 767s. The ADCs receive pitot and static inputs from
their respective pitot static probes and ports. 757-300s have three ADIRUs instead, as described above.
Airspeed indicators and altimeters receive information from their respective Air Data Computer, with the opposite
ADC serving as an alternate source.
The light on the altimeter indicates approaching an MCP selected altitude. It comes on 750 feet prior to the selected
altitude and goes off 250 feet prior to the selected altitude. The light on the altimeter, the Altitude alert light on the
forward panel, an EICAS message, the Master Caution light and beeper activate when deviating 250 feet from the
MCP altitude. Cautions and alerts are inhibited with the gear down except for the light on the altimeter.
Each VSI receives inputs from its respective IRU, which gets inputs from its respective ADC, with the center IRU
serving as an alternate source.
757-200s and 767s have a Standby Attitude Indicator, Standby Altimeter and Standby Airspeed Indicator. Some
757-300s have an Integrated Standby Flight Display (IFSD) which combines all three instruments into one display.
On the Standby Attitude Indicator/IFSD the ILS/APP and B/CRS positions display information from the center ILS.
Bars on the Standby Attitude Indicator/IFSD are deviation indicators only. They are not flight director commands
and will not guide you to the course or glideslope.
The Standby Altimeter/IFSD uses the alternate static source with no ADC corrections.
The Standby Airspeed Indicator/IFSD uses the alternate static source and an aux pitot boom with no ADC
corrections.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
The Cockpit Voice Recorder continuously records all inputs anytime electrical power is applied to the airplane.
During test, the needle (if installed) displaces to the green band if all four channels are operating. To erase, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set. (Erased and
recorded-over conversations can often be recovered, however, so don’t be too confident.)
The Electronic Flight Instrument System (EFIS) consists of an ADI and an HSI for each pilot.
There are three Symbol Generators to create images on the EFIS.
The left Symbol Generator receives inputs from the left IRU, left ILS and left radio altimeter.
The center Symbol Generator receives inputs from the center IRU, center ILS and center radio altimeter.
The right Symbol Generator receives inputs from the right IRU, right ILS and right radio altimeter.
Normally the left Symbol Generator supplies inputs to the Captain’s EFIS and the right Symbol Generator supplies
inputs to the First Officer’s EFIS. The center Symbol Generator can be used as a backup for either or both.
“SIR EFI” is a good way to remember what the EFI source switch controls. It will select the center symbol
generator, the center ILS and the center radio altimeter.
The ADI receives attitude and ground speed information from its respective IRU through the symbol generator.
Instrument Source Selectors:
• for F/D flags or no F/D bars, select a different flight director
• for Map or Vtrack on the HSI, select the alternate FMC
• for symbol generator, ILS or Radio Altimeter problems, select the alternate EFI
• for attitude, heading, vertical speed and opposite RDMI heading problems, select the alternate IRS
• for airspeed, altimeter and flight instrument problems, select the alternate Air Data Computer
The Thrust Management Computer provides inputs to the Fast/Slow speed indicator on the ADI.
Radio altitude is displayed in the upper right corner of the ADI when below 2,500 feet AGL.
DH alerting resets when climbing 75 feet above the set DH on a go-around or after touchdown on landing. Selecting
a negative DH hides the DH display.
LOC and G/S scales appear when an ILS frequency is tuned. The LOC pointer appears when the signal is received
and the G/S pointer appears if the signal is received and on a front course intercept heading.
The runway symbol appears when below 2,500' AGL and rises to meet the airplane symbol when below 200' AGL.
Two Flight Management Computers (FMC) are installed.
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In flight, the Flight Management System will automatically tune two DMEs from a VOR or Localizer to create a
radio position. The radio position is averaged with the inertial position from the IRUs to create the FMS position,
which the FMS assumes is the airplane’s actual position.
The FMS will auto tune the DMEs only when in the Map or Plan mode.
Anytime a VOR or Localizer is tuned, either manually or automatically, the correct DME is also tuned.
The Captain’s HSI receives map data from the left FMC through the left symbol generator. The First Officer’s HSI
receives map data from the right FMC through the right symbol generator.
In Full and Expanded VOR and ILS modes the actual heading is at the top of the case, the magenta Captain’s bars
are the MCP heading and the white drift angle pointer is the aircraft’s actual track computed by the IRS.
In Map mode, the aircraft track (not heading) is at the top. The white line in the middle of the HSI is the aircraft
track, the white triangle is aircraft heading, and the magenta Captain’s bars are MCP heading.
Each segment on the trend vector is 30 seconds long. A maximum of three will be displayed.
Green NAVAIDs (two) displayed on the HSI are the ones being automatically tuned for DME updating by the FMS
or were manually tuned from the VOR panel.
Full deflection on the VNAV vertical deviation scale (football) indicates a deviation of 400 feet or more.
With NAVAID selected, all NAVAIDs are displayed if the range is set at 40 nm or less. If the range is set at greater
than 40 nm only the high-altitude NAVAIDs are displayed.
With Airport selected, all airports in the FMC database are displayed if in range.
With Waypoint selected, waypoints (not necessarily those on the flight path) are shown in blue if range is 40 nm or
less.
Data from the left VOR is displayed on the Captain’s HSI if a VOR mode is selected and data from the right VOR is
displayed on the First Officer’s HSI if a VOR mode is selected.
All three ILS receivers are simultaneously tuned with the panel on the pedestal. Left LOC and G/S are displayed on
the Captain’s ADI and HSI and right LOC and G/S are displayed on the First Officer’s ADI and HSI. Center LOC
and G/S raw data is displayed on the Standby Attitude indicator when ILS is selected on the instrument.
Each ILS receiver supplies data to its respective Flight Control Computer (FCC).
Turning the ILS tuning knob to the Park position turns off the ILS receivers, removes displays from the instruments,
and shows Park or dashes in the tuning window.
DME on the RDMI is controlled by the HSI mode selector. In VOR, MAP and PLAN modes the DME is to the
VOR station currently tuned, either manually or automatically. In ILS modes, the DME is to the tuned ILS and an
L for “Localizer” is indicated before the mileage number. Dashes appear if the DME information is not available
and the window is blank if the DME is inop.
The ADF sends bearing information to the RDMI. ANT is for better audio reception, but no bearing data is sent. The
Tone switch should normally be off.
Except for the 767ER, only a left ADF is installed, but the control head still has two windows and a transfer switch.
Selecting ADF on the right pointer on the RDMI freezes the wide needle in its last position and the Bearing
Pointer flag appears. On the 767ER, two ADFs are installed and bearing to tuned ADF stations is displayed on the
HSI (green arrows) regardless of HSI mode selection. The RDMIs will show bearing to both stations if ADF is
selected for both pointers. To park the ADF and remove the green arrows from the HSI, tune to frequency 100.0.
Fuel
Do not reset any fuel boost pump circuit breaker.
The main tank pump Press lights indicate the pump output pressure is low. The pump switch may be on or off.
The center tank pump Press lights indicate the pump output pressure is low or the associated engine N2 is below
50% with the pump switch on. Center tank Press lights and EICAS messages are inhibited when the pump
switches are off.
The Crossfeed Valve light indicates a crossfeed valve is not in the commanded position.
Fuel Config light:
• 757: 1,800 lb. fuel imbalance
• 767: 2,000 ± 500 lb. fuel imbalance
• less than 2,200 lbs. in either main tank (LOW FUEL EICAS message too)
• center tank pumps off with more than 1,200 lbs. in the center tank
Fuel temperature is measured in the right main fuel tank (757) or the left main fuel tank (767).
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Each fuel tank has two AC-powered fuel pumps. A single pump can supply sufficient fuel pressure to operate one
engine under all conditions.
Center tank pumps have approximately twice the output pressure of the main tank pumps and will override them so
that center tank fuel is used before main tank fuel.
To reduce electrical loads, center tank pumps are inhibited when the associated engine N2 is below 50%, so a center
tank pump will be off, even with the switch on, when the respective engine is shut down. When the engine
accelerates through 50% N2 on start, the pump will operate if the switch is on. (But we don’t start engines with the
center tank pump switches on to prevent UFI lockout.)
LEFT and/or RIGHT FUEL SYSTEM PRESSURE EICAS messages will display if all fuel pumps have low output
pressure or if all fuel pumps on one side have low output pressure and the crossfeed valve(s) is closed. Fuel pump
low pressure messages are inhibited by low fuel system messages.
APU fuel is supplied from the left fuel manifold. The left main fuel tank has a DC-powered fuel pump to
automatically supply the APU when AC power is not available and the APU selector is on. There are no controls
or indications for this pump. If AC power is available and the APU selector is on, the left forward AC fuel pump
operates automatically regardless of switch position and the DC pump is turned off.
Some airplanes have two crossfeed valves and some airplanes have one crossfeed valve. On airplanes with two
valves, only one is required to successfully crossfeed. A Valve light indicates the valve does not agree with the
commanded position.
Fuel system low pressure messages are inhibited with the crossfeed valve(s) open.
757 aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to the left
main tank beginning when the left main tank is approximately half empty.
767ER aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to
both main tanks beginning when the main tanks are approximately half empty.
Engines may suction feed directly from the fuel tanks if fuel pump pressure is low, however, at high altitude, thrust
deterioration or flameout may occur due to dissolved air in the fuel coming out of solution and restricting fuel flow
through the suction feed line. Eventually, the dissolved air in the fuel will be depleted and the engine may be
capable of suction feed at cruise power.
Fuel Jettison (767ER only) – fuel will jettison at approximately 1,300 ppm and fuel will jettison on the ground if the
system is activated. There is no ground safety switch.
The FMC discontinues fuel value calculations and uses the totalizer value during fuel jettison. When fuel jettison is
complete the calculated value will reset to the totalizer value.
Fuel Tank Capacities
Airplane Left Main Right Main Center Total

Some 757-200s 14,600 14,600 46,200 75,400
Some 757-200s 14,600 14,600 46,400 75,600
Some 757-200s 14,579 14,579 46,391 75,549
Some 757-200s 14,981 14,981 47,021 76,983
Some 757-200s 15,000 15,000 47,000 77,000
757-300 14,921 14,921 47,980 76,822
767 Domestic 40,100 40,100 30,000 112,000
767ER 41,000 41,000 80,400 162,400
Hydraulics
The System Pressure light indicates system pressure is low.
The Reservoir light indicates reservoir quantity or pressure is low on the 757. On the 767, it indicates only the
reservoir quantity is low.
Turning the Engine Pump switch on allows the pump to pressurize when the engine rotates. Off depressurizes the
pump but cooling fluid is still circulated through it.
The Electric Pump switch turns the electric pump on or off.
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Electric and Air Demand Pump switches (767):
• Off – the pump is off
• Auto – the left and right electric pumps operate only when engine pump pressure is low. The center ADP pump
will operate only when both center electric pump pressures are low or when high load items are selected or
when the left center electric pump is isolated.
• On – the pump operates continuously
The Pump Pressure light indicates pump output pressure is low. For demand pumps, the light only illuminates if the
pump has been signaled to operate and its output pressure is low.
The Pump Overheat light indicates pump temperature is high.
Hydraulic quantity of 1.00 is the normal service level. RF is displayed when the reservoir requires refilling.
The Ram Air Turbine (RAT) switch manually deploys the RAT. The RAT will deploy in the air or on the ground.
The Ram Air Turbine Unlocked light indicates the RAT is not stowed and locked.
The Ram Air Turbine Pressure light (green) indicates the RAT is deployed and is producing hydraulic pressure.
There are three independent hydraulic systems; left, center and right.
Flight controls are distributed so that any one hydraulic system can provide adequate controllability.
Hydraulic system reservoirs are pressurized by the bleed air system.
Fluid to engine-driven hydraulic pumps flows through a shutoff valve controlled by the engine fire switch. Pulling
the fire switch shuts off the flow of fluid to the pump. This is different than turning the pump switch off. Cooling
fluid still circulates when the pump is turned off, but all fluid is shut off when the fire switch is pulled.
High load hydraulic items are flaps, slats, landing gear and nosewheel steering (“flaps, slats, gear and steer”). On the
767, ground spoilers are high load items when describing when the ADP operates.
757 Hydraulic Systems
Left Center Right

One engine-driven pump Two electric pumps One engine-driven pump
One electric pump One electric pump
Flight controls Flight controls Flight controls

Left autopilot Center autopilot Right autopilot
Flaps and slats Stab trim Stab trim
Landing gear Elevator feel Elevator feel
Alternate brakes Ram Air Turbine Normal brakes
Nosewheel steering Reserve brakes
Left thrust reverser Autobrakes
Rudder ratio Brake accumulator
HDG (some 757s only) Right thrust reverser
Tailskid (757-300 only) PTU to transfer hydraulic power to
PTU to receive hydraulic power the left system
from the right system
A 10% standpipe protects fluid for A 10% standpipe protects fluid for A 10% standpipe protects fluid for
use by the PTU for the flaps, the RAT in case of a center use by the Reserve brakes in case
slats, gear, and nosewheel system leak. of a right system leak.
steering in case of a left system
leak.
A Hydraulic Driven Generator (HDG) is installed on some 757s and is automatically powered by the left hydraulic
system when electrical power is lost to both main AC busses.
The Power Transfer Unit (PTU) is a hydraulic motor-pump that transfers hydraulic power from the right system to
the left system if necessary. It is automatically activated if the left engine fails or if the left engine-driven pump
output pressure is low. When activated, the PTU supplements the left electric hydraulic pump to operate the flaps
and slats, landing gear, and nosewheel steering (“flaps, slats, gear and steer”), and the HDG, if installed. PTU
operation is inhibited if the right engine is not operating.
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If the Power Transfer Unit (PTU) switch is Off, the PTU only operates when automatically activated. If On, the PTU
operates if the right engine is operating.
The standpipe in the left system protects fluid to operate the flaps, slats, landing gear and nosewheel steering with
the PTU in case of a left system leak.
The Ram Air Turbine will provide hydraulic power to the flight control portion of the center hydraulic system only.
It deploys automatically in flight if both engines fail (N2 below 50%) and will provide adequate hydraulic power
at airspeeds above 130 knots. The RAT is inhibited from automatically deploying on the ground and once
deployed in flight, it cannot be retracted.
The standpipe in the center hydraulic system protects fluid for the RAT in case of a center system leak.
The standpipe in the right hydraulic system protects fluid for the reserve brakes in case of a right system leak.
Pushing the Reserve Brakes switch configures the system to use the protected fluid, activates the right system
electric pump regardless of switch position, and isolates the pump output to the reserve brakes. (Reserve brakes on
the 757 are just the normal brakes powered by the standpipe fluid and isolated output from the electric pump.)
All standpipes on the 757 protect approximately 10% of the hydraulic fluid quantity.
767 Hydraulic Systems
Left Center Right

One engine-driven pump Two electric pumps One engine-driven pump
One electric demand pump One Air Demand Pump (ADP) One electric demand pump
Flight controls Flight controls Flight controls

Left autopilot Center autopilot Right autopilot
Stab trim Stab trim Normal brakes
Elevator feel Elevator feel Autobrakes
Rudder ratio Landing gear Brake accumulator
Left thrust reverser (some Flaps and slats Right thrust reverser (some
airplanes) Nosewheel steering airplanes)
PTU to receive hydraulic power for Alternate brakes PTU to transfer hydraulic power for
the Pitch Enhancement System Reserve brakes and steering the Pitch Enhancement System
Ram Air Turbine
HDG (some 767s only)
Tailskid
There is no standpipe. A 50% standpipe protects fluid for There is no standpipe.

the Reserve Brakes and Steering
in case of a center system leak.
The electric demand and air demand pumps provide additional hydraulic power either on demand or continuously
during periods of high system demand. They are also backups for the engine-driven and electric hydraulic pumps.
The left electric demand pump is inhibited during the start of either engine on the ground when only one generator
is operating.
The Air-driven Demand Pump (ADP) operates as a demand pump when center electric pump output pressures are
low or as an anticipatory pump when high load items (flaps, slats, landing gear, nosewheel steering and ground
spoilers) are selected. It also operates continuously when the HDG (if installed) is operating.
If center hydraulic quantity is sensed low (approximately 50%), the center number one (C1) electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch allows the C1 pump to use standpipe fluid
to power the reserve brakes and steering system. (Reserve brakes on the 767 are just the alternate brakes powered
by the standpipe fluid and the isolated C1 pump.)
The Reserve Brakes and Steering Isolation light on the P-61 panel indicates the center number one (C1) electric
hydraulic pump is isolated to provide hydraulic pressure to the reserve brakes and steering system.
The Reserve Brakes and Steering Reset/Disable switch on the P-61 panel resets or disables the automatic isolation
feature of the center hydraulic system. In Norm, the isolation feature is armed for automatic operation.
A Hydraulic Driven Generator (HDG) is installed on some 767s and is automatically powered by the center
hydraulic system when electrical power is lost to both main AC busses. The ADP will then operate continuously to
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ensure there is sufficient hydraulic pressure to drive the HDG. (Actually, it will operate because the electric pumps
are unpowered due to electrical failure and center system pressure is low.)
The Ram Air Turbine provides hydraulic pressure to the flight controls on the center hydraulic system only. It
operates just like the 757 RAT except that fluid for the RAT on the 767 is not protected by a standpipe.
Landing Gear
The Doors light indicates a landing gear door is not closed.
The Gear light indicates the landing gear position disagrees with the landing gear lever position.
Nose, Left and Right Down lights indicate the associated landing gear is down and locked.
The Brake Temp light indicates a wheel brake is in the high range (5 or above).
The Tailskid light (757-300 and 767 only) indicates the tailskid position disagrees with the landing gear lever
position.
Gear Lever – Up retracts, Down extends, and Off removes hydraulic pressure to the landing gear system.
Pushing the lock override releases the landing gear lever lock.
With the Alternate Gear Extend switch in Off, the landing gear lever operates normally. With the switch in Down,
the gear is extended by the alternate system.
The Autobrakes light indicates the autobrakes are disarmed or inop.
The Parking Brake light indicates the parking brakes are set.
The brake pressure indicator shows brake accumulator pressure. The amber band indicates the pre-charge only and
no brake pressure is available in this range.
The Brake Source light indicates both normal and alternate brake system pressures are low. If the light remains
illuminated after selecting Reserve Brakes (757) or Reserve Brakes and Steering (767), it indicates only
accumulator pressure is available for braking.
The Reserve Brakes switch (757) allows the use of reserve fluid protected by the standpipe in the right hydraulic
system. It activates the right electric hydraulic pump regardless of switch position and isolates the output of that
pump to power the normal brake system. (Reserve brakes use the normal brake system on the 757.)
The Reserve Brakes and Steering switch (767) provides pressure to the alternate brake system and nosewheel
steering using the C1 electric pump and isolated (standpipe) fluid in the center hydraulic reservoir. (Reserve brakes
use the alternate brake system on the 767.)
If the Reserve Brakes and Steering Valve light (767) is illuminated with the switch off, it indicates the valves
disagree with the position commanded by the automatic isolation feature. If the light is illuminated with the switch
on, the valves disagree with the manually selected position.
The Antiskid light on the overhead panel indicates a fault is detected in the antiskid system.
Antiskid switch on the overhear panel (some airplanes):
• on and off positions turn the antiskid system on and off
• the Off light in the switch indicates the antiskid is turned off, or the antiskid is inop due to a fault, or the
parking brake valve is not open with the parking brake released. (The parking brake valve closes to apply the
parking brake, so in the last case, the valve did not open when the parking brake was released and the parking
brakes are still applied. Do not push back or taxi.)
In reference to Antiskid lights, “Little light, little problem. Big light, big problem.” The little light on the overhead
panel is a fault and the big light in the antiskid switch on the overhead panel (if installed) means the antiskid is
inop or off.
Antiskid always stops working below 8 knots or you could never stop the airplane.
The Brake Temperature on EICAS (if installed) indicates the relative value of brake temperature. 0-2 is the initial
range (cool brakes); 3-4 is the normal range and the box turns white for the first brake on each truck that exceeds
2; 5-9 is the high range and the box and number are white for each brake 5 or above. Five or above also turns on
the Brake Temp light near the landing gear handle. The Brake Temperature Monitoring System is not installed on
some 757s.
The 757 normally uses the left hydraulic system to raise and lower the gear and the 767 normally uses the center
hydraulic system.
The air/ground system uses tilt sensors on each main landing gear to configure airplane systems to the appropriate
air or ground status. The nose air/ground system uses nose gear strut compression sensors to control stall warning
and portions of the caution and warning system. An EICAS message of AIR/GND SYS or NOSE A/G SYS
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indicates that some portion of the sensing system has failed and some systems will not operate normally. Do not
take off.
The landing gear lever is held in the down position by the automatic lever lock while on the ground. The lever lock
is automatically released by air/ground sensing after takeoff and can also be manually released by pushing the lock
override button near the gear handle.
Gear Retraction – the doors open, the main gear tilt, automatic wheel brakes are applied, the Gear and Doors lights
illuminate, the gear hydraulically retracts into the wells and the doors close. After retraction, the gear are held in
place by uplocks and hydraulic pressure is removed from the system by placing the gear handle to Off. Lights and
EICAS messages will indicate any gear or door that is not fully retracted or closed after the normal transit time.
The 757 gear is held up by gear and door uplocks.
The 767 main gear is held up by locked gear doors. The nose gear is held up by gear uplocks.
Gear Extension – the doors open, the gear unlock, the Gear and Doors lights illuminate, the gear are hydraulically
powered down and locked, the trucks tilt to the flight position, and the doors close. Lights and EICAS messages
will indicate any gear that is not down and locked or any door that is not closed after the normal transit time.
757 Alternate Extension is “electro-hydraulic.” Alternate extension uses a dedicated DC electric hydraulic pump that
uses isolated fluid in the supply line to the pump to release all gear and door uplocks. The gear then free-fall to the
down and locked position and all hydraulically powered gear doors remain open.
767 Alternate Extension is “electro-mechanical.” Alternate extension uses an electric motor to trip the locking
mechanism for each gear. The gear then free-fall to the down and locked position and all hydraulically powered
gear doors remain open.
According to a ground school instructor, every time alternate extension has been used on a 767, the nose gear has
not locked down and collapsed on landing, usually at low speed with minor damage.
On the 767, flight beyond 30 minutes on Standby (battery) power will result in complete electrical failure and the
inability to extend the gear and flaps. The ADP requires DC power to operate and when the battery is depleted, the
ADP air supply valve will close and the center hydraulic system will depressurize. The gear and flaps will not
extend by either the normal or alternate methods if this happens.
Nosewheel steering is powered by the left hydraulic system on the 757 and the center hydraulic system on the 767.
The nosewheel tiller can turn the nose gear 65º in either direction and the rudder pedals can turn the nose gear 7º in
either direction. The tiller overrides rudder pedal steering.
757 Brake Sources: “Right – Left – Right” (as if marching, but starting on the wrong foot)
• Normal – right hydraulic system
• Alternate – left hydraulic system
• Reserve – right hydraulic system
757 Brake Systems:
• Normal – the normal brake system is powered by the right hydraulic system.
• Alternate – if the right hydraulic pressure is low, the alternate brakes on the left hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
• Reserve – if both normal and alternate brake system pressures (right and left hydraulics) are low, the Brake
Source light illuminates. Pressing the Reserve Brakes switch turns on the right system electric pump regardless
of pump switch position and configures that pump to use the isolated fluid protected by the standpipe in the
right hydraulic reservoir exclusively to pressurize the normal brakes. (The reserve brakes use the normal
brakes system.) The Brake Source light will extinguish when pressure is available. If it doesn’t, only
accumulator pressure is available.
• Accumulator – if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
767 Brake Sources: “Royal Crown Cola” (a Southern soft drink for a Southern airline)
• Normal – right hydraulic system
• Alternate – center hydraulic system
• Reserve – center hydraulic system
767 Brake Systems:
• Normal – the normal brakes system is powered by the right hydraulic system.
• Alternate – if the right hydraulic pressure is low, the alternate brakes on the center hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
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February 12, 2018
• Reserve – if both normal and alternate brake system pressures (right and center hydraulics) are low, the Brake
Source light illuminates. If the center hydraulic system quantity is sensed low, the C1 electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch then uses the C1 pump and isolated
standpipe fluid in the center hydraulic system exclusively for the alternate brakes system and nosewheel
steering. (Reserve brakes use the alternate brakes system.) The Brake Source light will extinguish when
pressure is available. If it doesn’t, nosewheel steering is not available and only accumulator pressure is
available for the brakes. The Valve light in the switch will illuminate if the valves disagree with the
automatically or manually commanded position.
• Accumulator – if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
On all airplanes, the only way to tell if normal brakes have failed and alternate brakes are selected is to observe a
Right System Low Pressure EICAS message. There are no other cockpit indications or controls.
The antiskid system requires three things: wheel speed from the transducers, the antiskid controller, and IRS data.
Antiskid brakes are available with normal, alternate, reserve and accumulator braking systems. Antiskid protection
is always available unless it’s turned off or failed.
The normal brake system provides individual antiskid protection to each main gear wheel and the alternate brake
system provides antiskid protection to laterally paired wheels. Touchdown, hydroplaning and locked wheel
protection are provided.
The autobrake system operates only when the normal brake system is functioning and antiskid protection is provided
during autobraking. (Theoretically, it’s possible to use autobrakes with reserve brakes on the 757 because reserve
brakes use the normal brakes system, but it’s prohibited by procedure.)
Not all airplanes have RTO braking installed.
With RTO selected (if installed), the autobrakes will provide maximum braking on a rejected takeoff if:
• the airplane is on the ground
• groundspeed is above 85 knots
If a rejected takeoff is initiated below 85 knots, the RTO function will not operate.
Autobrake application on landing begins when:
• the wheels have spun up
On landing, autobrake deceleration is limited until the pitch angle is one degree or less and then increases to the
selected level.
On dry runways, the Max Auto position for landing is less than max braking produced by full rudder pedal braking.
The autobrake selector sets a deceleration rate and autobrake pressure is reduced as thrust reversers and spoilers
contribute to the total deceleration.
Autobrakes will disarm after application for (F-STOP):
F – faults in the autobrake or antiskid systems
S – if the speedbrake lever is moved forward
T – if either thrust lever is advanced
O – if the selector is moved to Off or Disarm
P – if a brake pedal is pressed
The parking brake may be set with either the normal or alternate brake system pressurized. If the normal and
alternate brake systems are not pressurized, parking brake pressure is maintained by the accumulator. The
accumulator is pressurized by the right hydraulic system on both airplanes and accumulator pressure is shown on
the Brake Press indicator.
Brake Temperatures (if installed):
• initial range is 0-2
• normal range is 3-4
• overheat range is 5-9 and the Brake Temp light illuminates
Brake temperatures are not instantaneous and will build for 10-15 minutes after brakes are applied.
The tailskid uses the main landing gear activation system and the left hydraulic system on the 757-300 and the
center hydraulic system on the 767.
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February 12, 2018
Warning Systems
EICAS Event Record manually records the last EICAS event into memory. Only the last manually-recorded event
will be retained. EICAS will also automatically record events as necessary.
Auto on the EICAS Computer Selector selects the left EICAS computer, but control will automatically switch to the
right computer if the left one fails.
Cancel and Recall switches – Cancel displays the next page of EICAS messages when additional pages exist and
then cancels caution and advisory messages when the last page is reached. Warning messages will not cancel
however. Recall displays previously cancelled messages if the condition still exists.
The PULL Up light on the forward panel and on the ADI indicates the GPWS barometric or radio altitude descent
rate is excessive or a look-ahead terrain warning (if installed) is active.
The WINDSHEAR light on the forward panel and on the ADI indicates a windshear condition is detected.
The CONFIG light on the forward panel indicates a configuration warning exists.
The OVRSPD light on the forward panel indicates the airplane is exceeding Mmo or Vmo.
The ALT ALERT light on the forward panel indicates between a 250' and 750' deviation from the selected altitude.
The FLAP OVRD switch on the forward panel inhibits Too Low Flaps and Too Low Terrain cautions.
The GEAR OVRD switch on the forward panel inhibits Too Low Gear and Too Low Terrain cautions and inhibits
landing configuration siren.
The TERR OVRD switch on the forward panel inhibits EGPWS look-ahead terrain alerts and display (if installed).
The GND PROX light on the forward panel indicates a ground proximity caution exists and the GND PROX switch
will inhibit glideslope cautions below 1,000' RA.
A Terrain Caution (if installed) indicates 40-60 seconds from impact with terrain shown as solid amber on the HSI.
A Terrain Warning (if installed) indicates 20-30 seconds from impact with terrain shown as solid red on the HSI.
EICAS warnings are in red, cautions and advisories are in amber, and communication messages are in white.
Status messages indicate conditions requiring MEL reference for dispatch but are not considered crew alerts.
The most recent EICAS message is displayed at the top of its respective level, so the problem that initially triggered
the messages is at the bottom. Run that checklist first.
EICAS warnings can only be cleared by correcting the condition causing the warning. Cautions and advisories can
be cleared with the Cancel button.
The Master Caution lights and beeper are inhibited when the airplane is on the ground and both Fuel Control
switches are in cutoff.
Most new caution and advisory EICAS alerts are inhibited during ground engine start until the engine reaches idle
RPM or the start is aborted or 5 minutes elapse from the time of start switch engagement.
Takeoff Inhibits:
• Master Warning lights and fire bell are inhibited for fire from rotation until 400' RA or 20 seconds after
takeoff, whichever occurs first. EICAS messages will appear, but the Master Warning and fire bell will not
activate until after the inhibit expires.
• Master Caution lights and beeper are inhibited from 80 kts until 400' RA or 20 seconds after takeoff,
whichever occurs first. If the takeoff is rejected, the inhibit remains until airspeed is below 75 kts. EICAS
messages appear during the inhibit, but the Master Caution lights and beeper will not activate until out of the
inhibit range.
• advisory and communication alert messages may or may not be inhibited depending on the airplane
Landing Inhibits:
• communication alert messages, except Cabin Alert, are inhibited from 800' RA to 75 kts
The Takeoff Configuration Warning system is armed when the airplane is on the ground and thrust is in the takeoff
range on either engine. Any existing takeoff configuration warnings are terminated at main gear lift off.
Takeoff Configuration Warnings:
• flaps not in a takeoff position
• parking brake set (4 items)
• speedbrake lever not down
• stabilizer not in the green band
The Landing Configuration Warning activates if the airplane is in flight and any landing gear is not down and locked
and either:
• the flap lever is in a landing position (25 or 30) or
• any throttle is in idle below 800' RA.
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February 12, 2018
The flap lever warning cannot be silenced, but pushing the Master Caution reset switch will silence the warning for
idle thrust.
Stall warning is provided by two independent stick shakers that are activated in flight and deactivated on the ground
through air/ground logic based on nose gear strut extension.
On the 757, if the slats are in the midrange position and the left hydraulic system is pressurized, the slats will extend
to the landing position during a stall warning and then retract back to the midrange position when the stall warning
ceases (Autoslat operation). The flap lever will not move.
On the 757, slats may extend during testing of the stall system if the left hydraulic system is pressurized. Use
caution on the ground.
On the 767, if the flaps are retracted and the angle of attack continues to increase after a stall warning, a control
column nudger moves the control column forward. Flaps must be up for the nudger to operate.
Overspeed Warning – Master Warning, EICAS message, discrete light and siren when airspeed exceeds Vmo/Mmo.
Altitude Alerting:
• ALT light on the altimeter 750' prior to a selected altitude
• ALT light clears 250' prior to a selected altitude
• Master Caution, Altitude Alert and ALT light if deviating more than 250' from a selected altitude
• if deviating more than 750' from the selected altitude, the alert cancels
• altitude alerting is inhibited in flight with all landing gear down and locked
There are two types of GPWS alerts:
• Radio Altitude-Based Alerts (GPWS) – multiple warnings and cautions based on radio altitude and ILS
glideslope deviations
• Look-Ahead Terrain Alerts (EGPWS) – multiple warnings and cautions based on aircraft position in reference
to an onboard terrain database. Be aware that:
§ the database is unaware of man-made obstructions
§ terrain more than 2,000' below the airplane’s altitude will not be displayed
§ terrain within 400' of the nearest airport elevation will not be displayed
§ terrain and weather radar cannot be shown on the same screen at the same time
§ the Terrain Caution alerts 40-60 seconds from impact with terrain shown as solid amber on the HSI
§ the Pull Up Warning alerts 20-30 seconds from impact with terrain shown as solid red on the HSI
§ the terrain ahead may exceed the airplane’s climb capability
§ both types of GPWS alerts are inhibited by an actual windshear warning (airplane in windshear)
There are two types of windshear warnings:
• Reactive Windshear Warnings (airplane in windshear) are provided by the GPWS system and are available
below 1,500' RA on takeoff or landing. Detection begins at rotation.
• Predictive Windshear Alerts and Warnings use the weather radar to detect windshear ahead of the airplane. The
Predictive Windshear System is not installed on all airplanes. Be aware that:
§ some level of moisture or particulate matter must be present for detection
§ not all windshear will be detected
§ predictive windshear alerts are issued below 1,200' RA
§ the weather radar begins scanning automatically (even if turned off) when the thrust levers are set for
takeoff or when below 2,300' RA
§ alerts are available 12 seconds after the radar begins scanning and can be enabled earlier on the ground by
manually turning on the weather radar
§ new predictive windshear cautions are inhibited during takeoff and landing between 80 kts and 400' RA
§ new predictive windshear warnings are inhibited during takeoff and landing between 100 kts and 50' RA
§ predictive windshear alerts are inhibited by actual windshear warnings (airplane in windshear) and both
types of GPWS alerts
TCAS Proximate Traffic is traffic within six miles and 1,200' vertically.
A TCAS Traffic Advisory (TA) results from a prediction that another airplane will enter protected airspace in 35-45
seconds.
A TCAS Resolution Advisory (RA) results from a prediction that another airplane will enter protected airspace in
20-30 seconds.
All TCAS alerts are inhibited by GPWS and windshear warnings.
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February 12, 2018
TCAS is inhibited during takeoff and landing. Increase Descent RAs are inhibited below 1,450' RA, Descend RAs
are inhibited below 1,100' RA and all RAs are inhibited below 1,000' RA. All TCAS voice annunciations are
inhibited below 500' RA.
Explicit hoc totum

Pro Christi da mihi potum
Translation: “That finishes the lot. For Christ’s sake, give me a drink!”
Found at the end of a long manuscript copied by a Mediaeval clerk.
Dave Collett 176

February 12, 2018

757-767 Study Guide

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Boeing 757-767 Study Guide

For Training Purposes Only

Aborted Engine Start Fuel Control switch (affected side) – CUTOFF

Airspeed Unreliable (757) Autopilot Disengage switch – Push

Airspeed Unreliable (767) Autopilot Disengage switch – Push

Cabin Altitude or Rapid Don the oxygen masks.

Dual Engine Failure Engine Start selectors (both) – FLT

Engine Fire or Engine Severe Autothrottle ARM switch – OFF

Engine Limit or Surge or Stall Autothrottle ARM switch – OFF

Evacuation Flow Use the checklist if possible.

Autopilot After takeoff, the autopilot must not be engaged below

Use of aileron trim with the autopilot engaged is prohibited.

Maximum Operating Altitude 757 – 42,000 feet pressure altitude.

Maximum Takeoff and Landing 10 knots or as permitted by Company Pages.

Takeoff and Landing Crosswind 40 knots, including gusts.

Turbulent Air Penetration Speed 290 KIAS/.78 Mach, whichever is lower.

ACARS ACARS is limited to the transmission and receipt of messages which

Engine Starter Duty Cycle Continuous for 5 minutes.

Fuel Use of Jet B and JP4 is prohibited.

GPWS Do not use the terrain display for navigation.

Reverse Thrust Reverse thrust is for ground use only.

NORMAL TAKEOFF PROFILE (Distant/ICAO NADP 2)

SPECIAL TAKEOFF PROFILE (Close-In/ICAO NADP 1)

TAKEOFF WITH VNAV INOPERATIVE

IF THE FLAPS OR SLATS DO NOT RETRACT AFTER TAKEOFF

FMS CLIMB PAGE ANOMALY

Suggested Captain’s rejected takeoff briefing:

First Officer actions:

Once the aircraft is stopped:

PASSENGER EVACUATION (“Stop – Configure – Shutdown – Evacuate”)

TWO ENGINE GO-AROUND

GO-AROUND FROM ABOVE ACCELERATION HEIGHT

ENGINE FAILURE ON TAKEOFF (V1 Cut)

SINGLE ENGINE GO-AROUND

SINGLE ENGINE NOTES

The following are indications the airplane is actually encountering windshear:

To perform the Windshear Escape Maneuver:

TERRAIN AVOIDANCE (“Firewall – 20 Degrees”)

TRAFFIC ALERT AND COLLISION AVOIDANCE (TCAS Advisories)

RAPID DESCENT (“Spin – Push – Spin – Pull”)

ILS PRM BREAKOUT

Pilot Flying Pilot Monitoring

Pilot Flying Pilot Monitoring

ALL-ATTITUDE UPSET RECOVERY STRATEGY (“Push – Roll – Power – Stabilize”)

SMOKE AND FUMES

The following information is critical to survival in a smoke or fumes situation:

TAKEOFF WITH VNAV INOPERATIVE

IF FLAPS DO NOT RETRACT AFTER TAKEOFF

LOW ALTITUDE HOLD DOWN

TWO ENGINE GO-AROUND

ENGINE FAILURE ON TAKEOFF (V1 Cut)

SINGLE ENGINE GO-AROUND

Flaps Extended • Arms Go-Around

Approach Mode Selected • Arms G/S and LOC

Glideslope Capture • Arms Go-Around if G/S capture precedes flap extension

1500' RA • The two remaining autopilots engage

200' RA • Rising Runway symbol comes into view

45' RA • Flare Capture on the 757 (50' RA on the 767)

5' RA • Rollout Capture

Touchdown • Autothrottles disengage when reverse thrust is selected

Inflight Domestic 767s with GE engines: SP 16.10

Autobrakes on RTO Maximum braking if:

Disarming Autobrakes F – fault in autobrakes or antiskid system