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LDS003 ~ Kastrup/Heathrow

CPH-LHR / EKCH - EGLL

Contents
Introduction ....................................3 The Level-D Team..........................3 Maintenance & Set-up ...................4, 5 Conguration Manager ..................6 Cold & Dark Setup .........................6 Airport Information .........................7 LDS767 EKCH-EGLL Tutorial Flight Deck Preparation .................8-13 Inertial Reference System .............9 Flight Management System ..........10 Programming the FMC ..................11 Derated Takeoff .............................12 Cockpit Preparation .......................13 Before Starting Engines.................14 Pushback ......................................14 Starting Engines ............................14 After Starting Engines....................14 Before Takeoff................................15 Takeoff ...........................................15, 17 Climb & Cruise ...............................17-20 FMC Part II: Runway 27L ..............18 FMC Part III: Lambourne Arrival ....19-20 Descent .........................................20-22 Approach .......................................22, 23 Landing ..........................................23, 24 After Landing .................................24 Shutdown.......................................24 Complete Shutdown ......................24 Appendix a. Beta Bonus Page I ................25 b. Beta Bonus Page II ...............26 c. Checklist ................................27 d. Flight Plan 22R KGS..............28, 29 e. Flight Plan 04R KGS..............30, 31 f. FSBuild Glossary ...................32 g. Panel Diagrams .....................33, 34 h. Resources..............................35 FILES INCLUDED with this DOCUMENT
Perf Manuals folder: Charts folder: Route le: STAR for Heathrow: LDS Performance Manuals (KGS & LBS) Charts for EKCH & EGLL EKCHEGLL.rte EGLL.apt

LVLD 767-300ER

LDS767 Tutorial Flight 003. Version 1.00. 06/17/2005

Nemlig den forhenvrende adage gr: Netop j i af Kbenhavn , arbejdsdrengen er mig armene trt.

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elcome to LDS Tutorial Flight 003 bound from Copenhagen to London. Our fully loaded 767-300ER is packed with 264 Danish football fans (in an advanced state of excitement) on their way to watch Denmark play England in an international friendly. Though they are virtual passengers, they can almost be heard chanting Vi er rd, vi er hvid, vi er Dansk dynamisk through the locked, bolted and secured ightdeck door. The LDS team is made up of avid ightsimmers. Some members of the team are licensed to y real aircraft, while some members of the team (the whizzo technical advisors) get to y the real 767 for a living. They have read through this document, and they are satisied that the information we have provided is credible, and likely to get the arm-chair pilot from point A to B with a reasonable expectation of success. They arent going to let any of us y their real 67 just yet, but were hoping if they get stuck with home computer issues, we may be able to barter a ride or two... Some of the procedures that were outlined for LDS001 and 002 have been expanded, this time with a European avour. The bar has been raised slightly (enabling options like real IRS alignment), while continuing to offer general guidelines to effectively y the Level-D 767. This is not the denitive guide: that document would encompass several thousand pages, and enlist the user to devote thousands of hours of study. ATC interaction (which was provided by VATUK controllers during several test ights into Heathrow) has been added to this ight. Flying online adds a level of unpredictability to the experience that is difcult to reproduce with the default FS9 ATC. When ying online ATC may delay your departure, ask you to change your heading for trafc, or (more likely) to enter the hold at Lambourne. If you are interested in learning more about ying online, check out the Resources page. Print this document (colour is recommended but b&w works) and complete the sections in chronological order. Save a situation le after each completed section so that you may review any section at a later date. When reloading the saved situation les, you may encounter a hiccup or two, but within a short time (say 20 seconds), the aircraft should return to stable ight. The Level-D 767 is a complex simulation. It will take you many hours to master the aircraft. While this tutorial serves a useful purpose, we recommend that you read the manual in its entirety to gain a deeper understanding of the LDS767. The Level-D forum is also a great resource if your looking for support, or need an answer that isnt offered within these pages. Its bound to be an interesting ight, Captain: our passengers are a lively bunch and the ight attendants patience will be sorely tested. Keep your seatbelt buckled and ightdeck door secured, for as the Danish say: Sikre jeres seatbelt! Vi er i nemlig en bumper kre! The LDS Beta Team LEVEL-D SIMULATIONS
Main Development Wade Chafe Laurent Crenier Pedro Sousa (FMC) Aircraft Visual Model Yutaka Mitsushi Technical Advisors David Barrington (B767 Captain) Eric Ernst (B767 First Ofcer) Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain) Sean Trestrail (B767/A330 Captain) Testing Haroon Anwar Jason Barlow Dean Barry Mike Bevington Bill Van Caulart Dennis Di Franco Robert Hall Lee Hetherington Bob Klemm Todd Legon Mark McGrath Ian Mitchell Mike Murphy Tero Partanen Daryl Shuttleworth Harv Stein -3 Special Thanks Ian (aircraft systems) Mike Bevington (ftp server) Dennis Di Franco (ftp server & pdf formatting) Ron Freimuth (ight modelling advice) Lee Hetherington (TCAS Logic module) Mark McGrath (Weight & Balance) Ian Mitchell (PROCIO Utility) Tero Partanen (video recording & real simulator sessions) Richard Stefan (Navdata) Fraser Turner (thrust reverser and wing ex code)

Aircraft Sounds Aircraft & Panel Artwork Ben Alexander Brown Eric Ernst Yutaka Mitsushi Gary Hayes Tero Partanen Eric Ernst Aircraft Photographs Pilots Manual David Barrington Eric Ernst Eric Ernst Mark McGrath

Maintenance & Set-up

In this section we will set up the les, main program, aircraft, and simulator, so that we are all working with the same settings. The tutorial is based on these settings: please follow these directions carefully. 1a. Download and install the current Level-D 767 AIRAC data le available from http://www.navdata.at. Install to the ...\Level-D Simulations\ navdata folder. 1b. STARS for EGLL. Copy the included EGLL.apt le to the ...\Level-D Simulations\navdata folder. Run the PROCIO program (consult PROCIO reference manual for more information) & import the EGLL.apt into the main procedures le. 1c. Create a Cold & Dark situation le. See Page 6 for details. 1d. To calculate a de-rated takeoff, consult the Level D Performance Tables (KGS or LBS) located in the Perf Manuals folder of this downloaded package. 1e. FSUIPC. You will need this le. Download the current version from http://www.schiratti.com/dowson.html The registered (payware) FSUIPC module by Pete Dowson is not essential, but it will offer more options. 1f. FMC Flight Plan. Copy the included EKCHEGLL.rte le to the ...\Level-D Sim\navdata\Flightplans folder. 1g. Paperwork... Print the charts for EKCH & EGLL. PDF documents of each chart are located in the Charts folder of this downloaded package. 2a. Open the LDS 767 Conguration Manager Choose from these options Aircraft Visual Model Include Virtual Cockpit VC with Wing Views & VC Window Reections No Virtual Cockpit Option: Check to use High Resolution VC Gauges Basic Aircraft Conguration Long Haul Flight Load Type FULL Choose Cargo Load Load 36,708 kg (80,927 lbs) (Cargo & Passengers) Choose Passenger Load to return to the main screen and click on the Proposed Fuel minus (-) button to propose 18,144 kg (40,000 lbs) of fuel for the ight. NOTE: You will manually load the exact amount of fuel once FS9 is running, but the proposed amount of 40,000 is close enough to get the trim setting. See Conguration Manager help on page 6. Conrm & Note settings for later use ZFW approximately 126,067 kg (277,927 lbs) %MAC 21% / 4.0 (Your results may vary) Takeoff Weight 144,211 kg (317,927 lbs) Save Settings & Press OK
A dialogue box will conrm that the settings have been saved within LDS767 and will be active the next time you load the aircraft.

Exit the Conguration Manager.

See page 6 for a tutorial within a tutorial.....

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Conguration Manager Cargo Load subscreen.

NOTE: load the cargo levels for each compartment as closely as depicted.

2b. View/Print the le (767LoadSheet.txt) from the default ...Flight Simulator 9\Aircraft\LVLD_B763 folder.
Level-D Simulations 767-300ER Load Sheet Dry Operating Weight Passenger Passenger Passenger Passenger Cargo Cargo Cargo Cargo Cargo Hold Hold Hold Hold Hold Zone Zone Zone Zone 1 2 3 4 5 A B C D 197000 lbs (89359 kgs) 3024 lbs (1372 kgs) 14448 lbs (6554 kgs) 12936 lbs (5868 kgs) 13944 lbs (6325 kgs) 8672 lbs (3934 kgs) 8984 lbs (4075 kgs) 11735 lbs (5323 kgs) 5719 lbs (2594 kgs) 1491 lbs (676 kgs) 277953 lbs (126079 kgs)

4. Aircraft Settings. The panel will load with the engines running. Now, lets set the ightdeck and aircraft up so were all working from the same page. From the LEVEL-D drop-down menu, choose: a. PANEL > Import panel data from a ight... Available Flights Cold & Dark Import OK b. SETTINGS > Realism & Carrier Options Carrier options > Standard-style EADI > Dual cue Flight Director > Climb Thrust Derate Washout > None Conrm (or set your preference) X AFDS automatic multi-channel X GPWS altitude callouts X EADI Displays A/T ag X Airspeed BUGS option Realism Conrm (or set your preference) X Battery discharge X Electric load shedding X Engines damage X Realistic fuel feed Automatic door opening IRS position drift X IRS needs position entry X IRS real align duration X X X Autoland restrictions Failures repaired by ground crew FMC tunes ILS Load realism options with ights

Zero Fuel Weight

Proposed Takeoff Fuel 40000 lbs (18144 kgs) Takeoff Weight Takeoff %MAC Takeoff Trim 317953 lbs (144223 kgs) 21% 4.0

3. Start Flight Simulator. To maximize the LDS767 experience, take the time now to set up the various FS & Level-D menu(s). From the CREATE A FLIGHT screen, choose: a. SETTINGS General > Disable Pause on Task Switch Sounds > Engines 50% Cockpit 30% Environment 50% Navigation 10% Lessons 80% ATC 80% International > Metric (Altitude in Feet) b. CREATE A FLIGHT Selected Aircraft Level-D Simulations 763ER or 763ER DXT3 Selected Airport Gate Time Fuel & Payload c. Press FLY NOW!
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The real align duration is close to 10 minutes. If you do not wish to wait, disable this option.

c. SETTINGS > Preferences (for best results) Level-D Panel Level-D Gauge Sounds > 50% Level-D Voices > 80% Enable or Disable Voices for the Captain, First Ofcer, Flight Attendant, and Ground Personnel youd like to utilize for the ight. TIP: Ensure that the PA Audio (situated on the Pedestal) is ON to hear the voices in ight.

DXT3 textures load quicker: use less system resources.

EKCH, Copenhagen Kastrup Gate B5 (Heavy) 940 GMT (1140 Local) 16,967 kg (45%, 1%, 45%)

Conguration Manager Tutorial

The tutorial within a tutorial

Creating a Cold & Dark Situation le

Another tutorial within a tutorial

When our real world Captain and First Ofcer arrive at the ight deck, they are usually greeted with a cold and dark panel state. In other words, the aircraft is totally shut down. If youre interested in starting your workday from scratch like our real world compatriots, its good practise to save your own situation le. Once that le is saved, you can then quickly import the panel settings or every departure location. It is a simple and efcient way to start every ight. 1. From the CREATE A FLIGHT screen/menu, choose any Level-D 767 aircraft. No need to worry about location, weather, time & season or fuel. Choose Fly Now. The simulator will load with the engines running.

1. Choose the Panel setup you want to run: Include Virtual Cockpit VC with Wing View and Reective Windows No Virtual Cockpit

(Choose to enable or disable the High Resolution VC Gauge Option if you are running the Virtual Cockpit)

2. Select the type of ight: Empty, Short Haul, Long Haul. 3. Select Load type: Empty, Random or Full. Click on one of diagrams depicting seating preferences. 4. Choose your load of cargo. Click on the Cargo Load button. This will bring up the cargo page. You can raise and lower the amounts of cargo in the cargo holds. Click on the Passenger Load button to RETURN to the main page. 5. Propose the amount of fuel you will need for your planned ight. Press on the MINUS or PLUS buttons to raise and lower the fuel. The proposed amount will not be placed into the aircraft.cfg le - you will still have to manually load the fuel once the ight simulator loads. Setting fuel load returns %MAC and CG for TO trim and allows proper weight/balance calculations. The Conguration Manager will display incorrect weights in red. Do not exceeds these limits: Max Takeoff Weight 408000 lbs 185454 kg Max Zero Fuel Weight 288000 lbs 130909 kg 6. Note these numbers. Remember: The conguration manager records the ZFW and Takeoff Weight within the aircraft.cfg. It it does not record the fuel amount. 7. Save the settings. A loadsheet text le will be generated with this information (767loadsheet.txt) and is saved to the Aircraft>LVLD_763 folder. You may print the le later using Notepad. Press OK to save. 8. Exit the Conguration Manager.
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2. Shut down the aircraft. Follow the Shutdown & Complete Shutdown Checklist(s) on page 24 of this tutorial. Once youre satised with the panel state... 3. Save the ight. ALT+F, Save Flight, or use the semicolon key < ; >. The Save Flight dialog will appear. Save the Title of Flight as Cold & Dark. Choose OK. Thats it. The le has been saved, and the NEXT TIME you go ying... 1. From the CREATE A FLIGHT screen/menu set the aircraft, exact location, weather, time & season, fuel, etc. Choose Fly Now! After the simulator loads (with the engines will be running)... 2. From the LEVEL-D menu select PANEL--->IMPORT PANEL DATA FROM A FLIGHT, and select the Cold & Dark le. 3. Choose IMPORT and press OK. 4. The panel (and aircraft) will revert to a cold and dark state (the exact settings you have saved), and you can begin your workday just like the professionals do.

CPH - EKCH
About Copenhagen Kastrup Charts

The EKCH Parking & Docking, SID 22R, & ILS_DME-22L pdf formatted charts are included in the Charts folder of this download. Click on the link below to view all EKCH Charts. Website http://www.slv.dk/Dokumenter/dscgi/ds.py/View/Collection-344

LHR - EGLL
About London Heathrow
Website http://www.ais.org.uk/

The Lambourne STAR, ILS27L, ILS27R & Heathrow Parking pdf charts are included in the Charts folder of this download. Click on the link below (registration required) to view EGLL Charts.

Charts

Located just eight kilometres southeast of the Copenhagen city centre, Copenhagen Airport is in Kastrup, a town on the island of Amager. The airport is Scandinavias main airport, i.e. the transfer airport for air trafc between other parts of the world and the many national and regional airports in Scandinavia and the area south of the Baltic Sea. In terms of passengers, the three largest airlines serving Copenhagen Airport are SAS, Maersk Air & Sterling European. Direct connections are available from Copenhagen Airport to a total of 127 destinations worldwide, seven of which are in Denmark, 20 are in other Scandinavian countries, 78 are in other European countries and 22 are intercontinental airports. Statistics Number of operations in 2004 (take-offs and landings): 272,518 Number of passengers in 2004: 19 million Cargo volumes in 2003: 335,731 tonnes Areas and runway systems The 3 runways divide the airport area, which is approximately 11.8 square kilometres, into 4 geographical sections: The North Area, which contains the three passenger terminals, a railway station, a car park, a police station and other administrative functions, the Gate Gourmet catering facilities, the SAS Cargo Center and SASs technical area, the lastmentioned with four large hangars. The East Area, which includes cargo terminals for DHL and SAS, the Veterinary and Customs Centre, forwarding agencies and the LSG Sky Chefs catering facilities. The South Area, in which technical bases for Maersk Air, My Travel, Sterling, Danish Air Transport and North Star are located. The West Area contains Naviair (air trafc mangement) and Copenhagen Airports technical maintenance facilities. The runway system consists of a main system (direction 22/04) with two parallel runways for take-offs and landings (3500 and 3300 metres long) and a 2800-metre cross-runway (direction 12/30). The runway used most frequently for landings (22L) contains equipment that makes landing possible even under conditions of extremely poor visibility (CAT 3). Runway 04 has equipment to permit landings under CAT2 conditions, the other runways are CAT1. The main runway system, with aircraft approaches and takeoffs mainly taking place offshore, is used for about 95% of all ights. The maximum capacity of the runway system is 83 operations (take-offs and landings) per hour. IATA code: CPH // ICAO code: EKCH -7 -

Heathrow is the worlds busiest international airport. Regarded as the hub of the aviation world, over 90 airlines have made Heathrow their base. Key facts Opened:1946 Runways: Two Terminals: Four, with T5 under construction Destinations: 190 Air transport movements per year: 469,144 Passengers per year: 66.9 million Total retail space: 48,000m2 Rail link: Heathrow Express, 15 minutes to London Employs: 71,000 (4,000 are BAA employees) Air cargo per year: 1.3 million tonnes Arriving Aircraft There are three stages to the arrivals approach. When aircraft rst arrive in UK airspace, they are held in queues, called stacks. There are two to the south of the Airport and two to the north. On the last stage, aircraft are established on the Instrument Landing System (ILS) for the runway being used. Once established on the ILS there is a set rate of descent. Between these two stages there are no set routes or heights; aircraft are individually directed by Air Trafc Control (ATC) and join the ILS at a variety of points. Heathrow has four Instrument Landing Systems (ILS) for both main runways for easterly and westerly approaches. (The cross-runway does not have an ILS.) These use radio beams to guide pilots into land. Since radio beams operate in straight lines, once aircraft are using the ILS they will also be travelling in a straight line until they touch down. Aircraft should not normally be directed by ATC to join the ILS during the day below 2500 feet or at less than 7.5 nautical miles from touchdown, and during the night below 3000 feet or at less than 10 nautical miles from touchdown. However, as always, the direction of air trafc is for the professional judgement of ATC. Once established on the ILS, aircraft will be at set heights at any particular point. In the stack aircraft will be at a minimum of 7000ft normally. Between the two stages aircraft will be at a variety of heights depending on how ATC direct them and the point at which they will nally join the ILS. Landing Charges The landing charges at Heathrow are related to the ICAO aircraft noise certication and maximum take-off weight of the aircraft. BAA Heathrow encourages the use of quieter aircraft through surcharges and reductions on its base landing fees. For example, a noisier Chapter 3 high aircraft is subject to a base landing charge plus 50% whereas a quieter Chapter 3 low one receives a discount on the base landing charge. Through this regime, there is continued economic incentive for airlines to use quieter aircraft. IATA code: LHR // ICAO code: EGLL

Flight Deck Preparation

Okay, lets get this bird powered up and rock and roll. We will use the Normal Procedures & Checklist as our guide for this tutorial, which is written with the ow concept. It is available in the Level-D Simulations 767-300 Operating Manual. Before we get to the ow, our rst order of business is to get the power on, and allow the IRUs to ALIGN. So, open up the OVERHEAD PANEL <SHIFT><5> or OVHD button and begin the...
Depicted below are the left sections of the Overhead Panel. The aircraft is being powered by the APU and the IRUs are aligning. Note the position of the switches on the Hydraulic Panel.

PreFlight

We need to establish power to the aircraft. Battery Switch .............................. ON Standby Power Selector .............. AUTO APU GEN switch ........................... Pushed IN Bus Tie Switches .......................... AUTO Utility Bus Switches ..................... ON GEN CONT Switches ................... Pushed IN External Power ............................. Establish

APU ................................................ START then ON

You should have power now. Once the APU light turns to RUN, the external power can be safely disconnected. OVERHEAD Panel> GND CALL> Disconnect External

Press ON when AVAIL light illuminates. Ground Power is not essential if you are doing a quick pre-ight. You can OMIT this step and move directly to start the APU.

Power to the Aircraft

Position Light ............................... ON

IRS Mode Selectors (3) ................. NAV

The position lights are the red, green and white lights found at the tips of the wings.

FMC Initialisation ......................... POSITION

An alignment period is required before the IRUs can supply data. An initial alignment of 10 minutes is required when moving the IRS Mode Selector from OFF to NAV. This is known as a full alignment. During this period the IRUs are oriented to true north and establish their current position. The aircrafts known present position (latitude/longitude) must be entered within the 10 minute alignment period. This entry is normally made using the FMC POS INIT page. Additionally, the aircraft must be on the ground and cannot be moved during alignment. An alignment failure is indicated by the ALIGN lights ashing on the IRS panel. In this case the alignment must be restarted. A successful alignment is indicated by the ALIGN lights extinguishing. Open the FMC & enter the Aircraft position. <SHIFT><Z> Feature Pressing this key combination displays the aircrafts exact position across the top of the simulator window. The following is an example of what is displayed and what should be entered into the CDU scratchpad: The coordinates displayed by FS2004 need to
Correct format displayed here. Clear the ENTER IRS POSITION and enter the coordinates into the scratchpad. Press the 5R LSK to transfer the entry to SET IRS POS.

N5537.6E01238.9

The F/As and passengers will be cool & happy if cabin temps remain in the 24C/75F range. With the aircraft powered only by the APU, make sure the PACKS & ISOLATION VALVES are ON. Since Hydraulics are OFF, switch ON the the RESERVE BKS & STRG (reserve brakes & steering) on the MAIN PANEL, to provide pressure to the alternate brake system and nose wheel steering system while you are parked.

Keeping the Cabin Temperatures Cool

be formatted into the format acceptable to the FMC. .57 is rounded to .6. Also, the E coordinate of 12 is entered as 012. This is important since entering E1238.9 generates an error message. Adding a leading 0 is not required when the longitude is 100 or above. For example, W101*46.61 would be formatted as W10146.6 in the FMC. -8 -

The Inertial Reference System

Overhead Preparation
The Cockpit Preparation ow starts with the upper left hand corner of the overhead panel <SHIFT><5>. Each overhead panel system is checked in an downward ow beginning at the top of each overhead panel column. After the overhead is checked, the ight instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS screens to preight the pedestal systems. Yaw Damper Switches.................. ON EEC Switches................................ ON
Check to make sure both switches are ON. These switches are always left ON. Check to make sure both switches are ON. These switches are always left ON.

1 2 3 4

5
1. Data Window Displays IRS data depending on DSPL SEL switch position (the present lat/long co-ordinates for the left IRU is pictured here). 2. Display Select Knob Controls the display of data in the IRS Data Window.
TK/GS Ground track & ground speed for the selected IRU. PPOS Latitude/longitude position for the selected IRU. WIND Wind direction/speed calculated by the selected IRU. HDG True heading for the selected IRU.

Hydraulic Panel............................. Check Overhead Cautions ....................... Check HF Radio ........................................ OFF Battery Switch ............................... ON Standby Power Selector .............. AUTO Electrical Panel ............................. Check
Check for normal indications (ex. Door lights).

Primary engine pumps switches ON. Primary electric and all demand pump switches OFF.

3. System Display Knob Selects the system for display in the data window (left IRU data is displayed in this picture).

From the Manual

4. Mode Annunciators Blank when the IRS is fully aligned in normal operation.

ALIGN Illuminates steady when IRU Mode Selector is in ALIGN or NAV during the alignment period. Illuminates ashing for one of the following: a. Aircraft movement during alignment. b. IRU coordinates signicantly changed from previous. c. No coordinates entered during alignment. ON DC Respective IRU is on battery power. Alignment is not possible. DC FAIL Backup DC power source for the respective IRU has failed. IRU continues to operate normally on AC power. FAULT A fault exists in the respective IRU.

APU ............................................... As required Cockpit Voice Recorder Test

Listen for test tone.

All electrical switches should be pushed IN. Electrical switches are only turned OFF for abnormal conditions. Start the APU if necessary or establish external power.

Emergency Light Switch .............. Armed Passenger Oxygen Switch........... Blank Ram Air Turbine Switch ............... Blank Ignition Switch ............................................ Set Engine Start Selectors ................. AUTO Fuel Jettison Panel ...................... OFF Fuel Panel ..................................... Set
Switches blank and selector OFF. Set 1 for odd days, 2 for even days, and BOTH for cold weather operations.

5. IRS Mode Selector Knobs Controls the mode of operation for the respective IRU.

OFF Removes power from the IRU (alignment is lost). ALIGN light illuminates for 30 secs during shutdown of IRU. ALIGN Initiates the alignment of the respective IRU. Initiates a 30 second quick alignment of the IRU if selected from NAV with the IRUs already aligned. Does not work in ight or when aircraft is in motion. NAV Initiates full alignment of the respective IRU when selected from OFF. Lat/Long co-ordinate entry is required via the IRS keypad or the FMC POS INIT page to complete a full alignment. Places the IRU in navigation mode. Alignment time is dependant on the IRS Real alignment option in the Level-D Realism menu. When checked, alignment takes 10 minutes. When unchecked, alignment takes 2 minutes. Note: An alignment countdown is displayed when the Display Select Knob is placed in HDG during alignment. ATT Attitude information is displayed on the respective EADI. Magnetic heading information is available on the respective EHSI after entering current magnetic heading using the IRS keypad. Used only for non-normal operation of the IRU. Alignment is lost for the respective IRU with this mode selected.

Fuel quantity and balance ........... Check

Check the proper fuel load and balance: LDS003: Fuel 16967 kg (L45%, C1%, R45%) Position lights should be ON. All others OFF.

Forward and Aft main fuel pumps OFF. Center fuel pumps OFF. Crossfeed switches OFF.

Engine and Wing Anti-Ice ............ OFF Exterior Lights .............................. As required Cargo Heat .................................... OFF Window Heat ................................. ON HF Radio ........................................ OFF Passenger Signs........................... As required. Pressurization Panel ................... Set
Suggest: No Smoking ON Seatbelts OFF Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2 for even days. Set autorate at the detent position.

6. IRS Keypad Used to enter latitude/longitude or heading information. Active only during alignment (ALIGN light on) or ATT mode. Pressing keys N, S, E, or W initiate lat/long entries. Pressing the H key initiates magnetic heading entries. -9 -

Equipment Cooling Switch .......... AUTO Temperature Control Knobs ....... As required Trim Air Switch.............................. ON
This switch is always left ON.

Recirc Fan Switches..................... ON Pack Control Selectors ................ As required Isolation switches ......................... ON Engine Bleed Switches ................ ON APU Bleed Switch ......................... ON
These switches are always left ON. These switches are always left ON. If the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF. Left and Right switch ON. Center switch guarded ON.

FMC ................................................ Program

Standard: These switches are always left ON. Alernate: APU should be running at least one minute, minimum, before turning the APU Bleed on. Program the FMC with route and performance information.

Flight Management System (FMS)

Okay, time to get to the heart of the matter: crack open the FMC and lets get programming. For the purposes of this tutorial, we are following a step-by-step format. For an in depth explanation of the Flight Management System, consult the Level-D Operating Manual. The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. It also provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consumption, and power settings. The FMS subsystems include: Two Flight Management Computers (FMC), a Control Display Unit (CDU), the AFDS MCP, and the EHSI. The FMCs provide for aircraft position calculation, performance management, and three dimensional navigation based on data input and information received from supporting systems. The CDU is the main pilot interface to access and control information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. The EHSI displays a map of information generated by the FMC. The CDU consists of a CRT screen, line select keys (LSK), function keys, and data entry keys. The LSKs along the sides of the CDU line up with data lines on the CRT and are used to select and input data on the screen. The function keys are used to cycle through the pages of data contained in the FMC. The data entry keys are used to input data onto the scratch pad at the bottom of the CRT screen. Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK. To clear all data entered into the scratchpad, press and hold the CLR button. Individual presses of the CLR button clears single characters from the scratchpad. Get the Flight Plan (pages 28 & 29) and lets begin the task of entering ight plan into the FMC.

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

Function Keys Overview

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Programming the FMC

As the Captain of LDS003, you have a choice below of how you will program the FMC: Complete the Manual Data Entry Section (on the left) or follow the quicker Company Route Section (on the right). It is your choice.
To facilitate preight data entry, the next page requiring data entry is prompted for at the 6R LSK on all INIT REF pages. Pressing the POS INIT> prompt at the 6R LSK calls up the POS INIT page without having to return to the index page. KA is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode, all computer keyboard entries are sent to the CDU scratchpad. NEW Once the FMC is closed, Keyboard Assist is automatically disabled.

Open the FMC. Press 6R LSK > New page displayed: POS INIT 1/1 Enter EKCH into the Scratchpad using the Data Entry Keys, or enable the Keyboard Assist (click spot is located in the upper left corner of the FMCs Display CRT). Press 2L LSK. EKCH is set as the REF AIRPORT. Enter the aircraft position SET IRS POS.

Pressing the 5R LSK when coordinates are present in the scratchpad transfers the coordinates to the IRS during alignment. The coordinates entered are displayed until IRS alignment is complete. See Page 9 for format details.

Press 6R LSK. The RTE 1 (1/2) page is displayed. Enter EKCH into the Scratchpad Press 1L LSK. (EKCH now set ORIGIN) Enter EGLL into the Scratchpad Press 1R LSK. (EGLL now set DEST) Press NEXT PAGE Function Key (FK) to enter our ight plan into the RTE1 (2/2) page: TOBI2C.TOBIS UT502 DEGUL UN872 EEL UR1 PAM UL980 LOGAN.LAM3A. We will depart Runway 22R on the TOBI2C Standard Instrument Departure. RUBAT is the rst (and only) waypoint of the SID. Enter RUBAT Press 1R LSK (TO column) Enter TOBIS Press 2R LSK (TO column) Enter UT502 Press 3L LSK (VIA column) Enter DEGUL Press 4R LSK (TO column) Enter UN872 Press 4L LSK (VIA column) Enter EEL Hopefully, you can see a pattern emerging: waypoints reside on the right side of the route entry page, while the jet routes are on the left. Go ahead and enter the rest of the jet routes and waypoints. Press 4R LSK (TO column) Enter UR1 Press 5L LSK (VIA column) Enter PAM Press 5R LSK (TO column) Press NEXT PAGE (FK) Enter UL980 Press 1L LSK (VIA column) Enter LOGAN Press 1R LSK (TO column) The main routing of the ightplan has been entered. Lets save our work. Press 6R LSK to ACTIVATE the ight plan. The EXEC button will illuminate. Press EXEC Function Key (FK). The route is loaded into the FMC. Lets choose a departure runway.

To automatically load a pre-programmed route, enter the name of the saved ight plan. If you have copied the included FMC ightplan to the appropriate ... Level-D Simulations\navdata\Flightplans folder, Enter EKCHEGLL into the scratchpad. Press 3R LSK (CO ROUTE column). The ORIGIN & DEST elds will automatically ll (when using the CO ROUTE feature). Press 6R LSK to ACTIVATE the ight plan. The EXEC button will illuminate. Press EXEC Function Key (FK). The route is loaded into the FMC. Lets choose a departure runway.

Manual Data Entry Section

Press DEP ARR Function Key (FK). EKCH DEPARTURES 1/2 page is displayed. Press 5R LSK (22R).

Company Route Section

You may wish to depart runway 04R. An alternate ight plan has been provided on pages 30 and 31. Should you choose this option, you will have to manually enter the waypoints for the departure (edit the existing FMC data ight plan).

Press EXEC Function Key (FK). The departure runway is now entered into the FMC. It is important to take the time when inputting the ight plan, to check your work as you go. Nothing worse than hurrying through the tedious task of inputting data, only to discover that waypoints were entered in error, or were incorrectly identied. Consult the printed ight plan and EKCH SID 22R chart, and verify the work as you go.

Rwy 04R

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Lets get our performance data into the FMC. Press RTE (FK). ACT RTE 1 (1/2) page is displayed. Press 6R LSK (PERF INIT). The PERF INIT (1/1) page will be displayed. Enter the Zero Fuel Weight (ZFW) 126.0 (or 277.9 if youre using imperial measure) into the Scratchpad. Press 3L LSK (ZFW). The scratchpad entry of 126.0 will appear. The GR WT (144.2 or 317.9) will appear automatically at 1L LSK. Enter the Reserves of 3.3 (or 6.6) into the Scratchpad Press 4L LSK (RESERVES). The pad entry of 3 (or 6.6) will transfer to 4L LSK. Enter the Cruise Altitude of 36,000 (360, FL360, or 36000) feet into the Scratchpad.

Press PREV PAGE (FK). TAKEOFF REF (1/2) page. We will now enter our aps settings, CG Trim and compute an Assumed Temperature - Reduced Thrust Takeoff. The Level-D Perfomance Manuals (KG & LBS) les are available within the Perf Manuals folder of this download. Enter 5 for the takeoff aps setting. Press 1L LSK. The entry will transfer to 1L LSK (FLAPS). Enter 21 for the %MAC setting. Press 3L LSK. The scratchpad entry of 21 will transfer to 3L LSK (CG TRIM). A trim setting of 3.9 (or 4.0) will autoll to the left of the entered data. Enter 60 for the reduced THRUST setting. Press 2L LSK. The entry will transfer to 2L (THRUST).

Press 1R LSK (CRZ ALT). 360 will transfer to 1R LSK. Enter the Cost Index of 90 into the Scratchpad.

Press 2R LSK (COST INDEX). The scratchpad entry of 90 will transfer to 2R LSK. Our performance initialisation is complete.

Values can range from 0 to 9999. Entering 0 gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed.

Derated Takeoff
Tero Partanen (the Finnish Flash) explains how to decifer the performance table(s) included in the Perf Manuals folder, offering this example (your result(s) may vary): Runway 22R: 3600m 11,000 feet Temperature: 4C QNH: 1003 Wind: 260/12 (10 kt headwind) First, calculate the MTOM (Maximum Takeoff Mass). This will determine whether we can derate the takeoff. In the 11,000ft FLAP5 table there are 3 and 5 rows, which both indicate 197.4t for MTOM. As the QNH is 1003, its 10mb BELOW 1013, and thus we subtract 10 x 100kg from MTOM to get the regulated weight of 196.4t. However, the max structural mass is 185068 kg, so that will be limiting. Finally, we see if our TOM (142.6t) is below that (and it clearly is), so we ARE allowed to reduce thrust. Next, we get the assumed temperature. First, we need the assumed TOM, which we can get from the actual TOM (142.6t) with the QNH correction. Now we apply the correction in a reverse sense and add that 1000kg to get the assumed TOM of 143.6t. Now we look at the table again, and see what temp is there for that ATOM. As the weights table ends at 146.4t, which means that you can use the maximum derate for takeoff, which according to the table is 61C. NOTE The calculation of the reduced thrust temperature involves variables such as runway length, slope, altitude, and departure path obstacles. The use of reduced thrust settings is at the pilots discretion. Eric Ernst offers this tip from the 767 Operating Manual: As a quick guide, for long runways (>10,000 feet) use a value of 54 C. For shorter runways, use a value between current airport temperature and 54 C. The lower the temperature, the lower the de-rated thrust.

Press 6R LSK (TAKEOFF>). TAKEOFF REF (1/2) page is displayed. We will now program the FMC for takeoff: temperature, winds, runway conditions, aps settings, CG trim and the de-rated takeoff. Press NEXT PAGE (FK). TAKEOFF REF (2/2) displays. If you are running an active weather program, enter XX (two digits) for the temperature, and XXX/XX format for the wind data, and /W or /D for runway conditions. Enter XX for temperature (Depicted: 04 = 04C). Press 5R LSK. The scratchpad entry of XX (04) will transfer to 5R LSK (REF OAT). Enter XXX/XX for winds (Depicted: 260/12). Press 3L LSK. The scratchpad entry of XXX/XX (260/12) will transfer to 3L LSK (WIND). RWY WIND will be calculated and appear at 4L LSK Enter /W for Wet Runway (if applicable). Press 5L LSK. The scratchpad entry of /W will transfer to 5L LSK (SLOPE/COND).
Runway slope and condition information can be entered here. The slope may be entered as UX.X or DX.X, where U and D indicate up or down and X.X is the slope value. The condition may be entered as /DRY, /D or /WET, /W.

Performance Manual required

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Cockpit Preparation
We have completed the initial FMC setup. Press INIT REF (FK) and then close the FMC. Lets continue with the task of setting up the ightdeck (it sure sounds like our passengers are having a good time back there... why else would the F/As not be bothering you with Turn up the heat messages?). AFDS Panel ................................... Set
Nav1 Radio Set manual frequency if required, otherwise set to AUTO. Select AUTO. FD Switch ON A/T Switch OFF IAS/MACH Set V2 from FMC HDG Set as required: Runway Heading 221. ALT Set as required: 7000 Disengage bar - UP Nav2 Radio Set manual frequency if required, otherwise set to AUTO

Alternate Gear Switch .................. Guarded OFF GND PROX Override Switches .... OFF Parking Brake ............................... SET Stab Trim Cutout Switches .......... NORM Spoilers ......................................... DOWN Throttles ........................................ Closed Fuel Control Switches .................. CUT OFF Flaps ............................................. UP Engine and APU Fire Panel.......... Normal Cargo Fire Panel ........................... Normal Transponder .................................. Set Comm Panel ................................. Set
Check that no handle is pulled or turned.

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

Warning Annunciators ................. Check Standby Engine Gauges .............. AUTO Autobrakes .................................... OFF EICAS ............................................ Check
All should be off.

Note: These checks should be done after the IRUs have aligned. Conrm NO FLAGS on main instrument panel. Instrument Source Selectors NORM Airspeed Check and set speed bugs for takeoff (use the fabled invisible CLICK SPOT on the lower left corner of the Airspeed Indicator for ease of use). RMI - Set pointer controls & verify headings EADI Check EHSI Check. Range and display mode set as required. (10-mile Map mode is normal). ASA Blank Altimeter - Set altimeter VSI Indicates 0 Clock Set. Standby Instruments Set

Set to desired code (2200) and leave turned OFF. or AUTO. Pressing the FLT INT button allows the pilot to monitor all interphone communications within the plane. Controls for the interphone are found on the Audio Control Panel. Set knobs as required.

Audio Panel .................................. Set

ILS Frequency ............................... As Required

Aileron and Rudder Trim .............. Set 0

Set to PARK or to required ILS frequency for departure. Set 109.50 and 220 for Runway 22L (just in case you have to return to EKCH). These controls are used to zero out undesired control forces in the ailerons and rudder.

TRP ....................................... Set TO and derate

These are preselect derates for CLB 1 or CLB2.

Check CAS messages for abnormal indications. Check engine gauges for normal indications. Check STATUS page and then set lower EICAS screen to the ENGINE page.

The following procedures are used in normal operations. These procedures are done by memory with reference to an abbreviated checklist. The abbreviated checklist is included with this tutorial. Okay, Captain, the load sheet (page 5) and departure time (1000z) have arrived. The baggage and cargo are loaded, and it appears that our boisterous aft passengers are nally seated (the impromptu game of football ended in a F/A conscating the ball). Whether we like it or not: Its time to pushback. Cargo Heat Switches .................... ON Passenger Signs........................... ON
Press the ALERT to notify the F/As that its time to go.

Flap Indicator ................................ Set 0

Alternate Flap Selector ................ NORM

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

WARNING: The crew must ensure the nosewheel steering and the rudder pedals are not moved until after the signal man has cleared the aircraft from the ramp. Serious injury to the tractor crew and damage to the nose assembly may result if this precaution is not observed. Complete BEFORE START Checklist before moving the aircraft.

Landing Gear ....................... DOWN and GREEN

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Before Starting Engines

EICAS Messages .......................... CANCEL Hydraulic Panel............................. ON and AUTO Fuel Panel ...................................... Set
Turn ON fuel pumps in all tanks with fuel (Centre OFF).

Starting Engines
Announce Starting (RIGHT/LEFT) Engine. L or R Start Selector ..................... GND
The right engine is normally started rst. Set start selector to GND to begin the start sequence.

Turn ON primary electric pumps & set demand pumps to AUTO.

Red Anti-collision Lights ............. ON Pack Switches .............................. OFF Stabilizer Trim ............................... 3.9 / 4.0 units
Conrm green band. Use the mouse to nudge the stab trim setting to the 3.9 / 4.0 range. NEW Place your mouse icon over the Stabilizer Trim Gauge to display a digital return.

L or R Fuel Control Switch .......... RUN (Pedestal)

At 50% N2, Conrm Start Selector AUTO Repeat procedure for remaining engine.
Conrm start selector returns to AUTO.

When N2 reaches a minimum of 18%, set appropriate fuel control selector (on the Pedestal) to RUN and monitor EGT for lightoff. Abort the start for abnormal indications or if temperature exceeds 750 during start. Conrm N1 rotation within 30 seconds of Stabilized N2.

Flight Controls ....... Check

Doors ........... Closed, Lights Out Takeoff Brieng.......... Accomplish

Display STATUS page and check correct movement of ailerons and elevator. Restore ENGINE display when nished.

Verify performance and navigation data in the FMC and brief the takeoff procedure.

Captains Brieng: (EKCH SID 22R.pdf) Runway heading of 221 direct to the RUBAT waypoint. Then right turn, direct to the TOBIS waypoint.The TOBI2C dictates a climb to 7000, but with no ATC, set 36000 in the MCP ALT. If an engine fails after Vr, we will continue to 4000, then make a right turn to a heading of 040 for downwind 22L approach. BE PREPARED: Manually set the ILS Freq on the PEDESTAL for Rwy 22L (109.50 OBS 220) (EKCH_ILS_DME-22L.pdf)

After Starting Engines

With the brakes set and after engine(s) have been started the Captain calls for the AFTER START Check. The F/O reads each item from the After Start Checklist panel. The Captain actions the appropriate items and responds. ENG ANTI-ICE, PACKS, and ISLN VALVES items are to be actioned and verbalized ONLY for the operating engine(s). During single engine taxi out this technique ensures ENG ANTI-ICE, PACKS, and ISLN VALVES are congured correctly prior to starting the 2nd engine, thereby eliminating the requirement to complete the BEFORE START Checklist a 2nd time. Generator Lights ........................... Conrm OFF APU Switch ................................... OFF Engine Anti-Ice.............................. As required Isolation Switches (L and R) ........ CLOSED Pack Switches .............................. AUTO Autobrake Selector....................... RTO EICAS ............................................. RECALL & CHECK
Use if temp below 10C & visible moisture observed.

Pushback
From the Overhead (Cabin / Comm Panel), Press the button labelled GND CALL. The Ground Requests Dialog will display. Press the number 3 on your keyboard [Pushback] When the Pushback window appears: Set the Pushback to 50 meters, Turn to the Left 90, and enable Push & Start & Disconnect Interphone.

Ground Equipment ...................... Disconnect Runway Turn-off Lights ............... ON Nose Wheel Landing Lights ........ ON
-14 Ensure ground connections are clear.

Check for appropriate CAS messages and engine indications. There should be no messages displayed in normal operations.

Taxi! Taxi!
It is time to taxi to (and hold short of) Runway 22R. Consult the EKCH Parking & Docking Chart for Kastrup. Its a good idea to take the time to print the necessary charts prior to this point - the pros dont leave home without them. Got the chart? Heres your taxi clearance: From GATE B5, taxi via F, A, A5 to Runway 22R. If not, taxi your descretion & hold short Runway 22R.

Before Takeoff
Flaps ............................................. Set for Takeoff Flight Attendants ......................... Notify During the taxi to the active runway, set the nal TOGW. Open the FMC. Press the INIT REF Function Key. The TAKEOFF REF page will be displayed. Enter the calculated GR WT value into the scratchpad. In the diagram to the left, the calculated GR WT is 142.8. Enter that number into the scratchpad. It should be near 142.6 (316.0 lbs). Press 5R LSK. The pad entry will now be set as TOGW. Clear the TAKEOFF SPEEDS DELETED message (press the BLANK function key) that appears in the scratchpad and reset the bugs on the lower left of the Airspeed Indicator.
Okay, heres the beauty of simulated ight: save a situation le (; [SEMICOLON key]) now, before you hit the throttle. Perform this task before each new phase of ight so that you have a convenient place to restart should you run into trouble. I bet real world pilots wish they could do that at work... well, in a way they can save situation les.... they just have to wait for those fun simulator checkrides.

Set 5 or 15.

142.6
TAKEOFF SPEEDS DELETED

Lined up Runway 22R. Ready to go.

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Takeoff
NOTE: Arm the Autothrottle & turn on the Anti-collision Lights before entering the runway. Some joystick/throttles need to be advanced fully forward after pressing the N1. Monitor the N1 gauge for loss of thrust. A/T .................................................. Arm Exterior Lights ............................. Set
Rotate the Transponder dial to ON

Monitor airspeed for V1 and Vr

At Vr, rotate smoothly until airborne and then establish an approximate 15 pitch up attitude. Then follow the FD pitch commands.

At Vr begin a steady pull (2-3 of rotation per second) on the yoke to establish a gentle but rm rotation and liftoff. Positive rate of climb ................... Gear Up
Gear handle UP, then OFF when retracted.

Transponder .................................. Mode C TCAS .............................................. Set TA/RA

To toggle trafc on the EHSI, press the top of the EHSI Range Selector knob. A TCAS OFF message is shown on the EHSI if the TCAS is toggled OFF.

Turn on landing lights and anti-collision lights.

Once in the air, point the nose to an attitude that will result in a speed of V2+15 (-25), but do not exceed 25 of pitch. After liftoff, observe establishing positive rate (VSI shows climb and altimeter is showing increase in altitude), and following that raise the gear. Try to keep the V2+15 (-25) pitch prole, but if you accelerate past the desired target speed, do not increase the pitch to slow down, just settle with what you end up with. At 400
Select LNAV or HDG SEL as required. For LNAV, use the DIRECT TO procedure or intercept the route course using HDG SEL.

Clock ETE ...................................... RUN Throttles .................. Advance to 70% N1

A/T ............................ Arm & engage N1 mode

Smoothly advance the throttles to approximately 60-70% N1, and allow the engines to stabilize.

Verify proper thrust is set prior to 80 knots. Observe the takeoff thrust being set (N1 gauge), and eventually agree with the visible TO limit. Keep a slight forward pressure on the yoke to enhance nosewheel contact to the asphalt, and slowly release the pressure when you pass 80kts.

If the departure is complicated, you could assist the aircraft by ying the rst turns in HDG SEL, and engaging LNAV once youre past the shorter legs. At 1000
Engage VNAV and follow Flight Director commands or Select FL CH and set speed to 250.

Verify 80 knots

At 1000 AGL select a VERTICAL mode on the MCP, ie. VNAV, FL CH or V/S (used primarily in engine out situation). Through 1500 AGL pitch the nose down slightly, press C CMD on the MCP. The aircraft should continue on runway heading. Flaps ....................... Retract upon acceleration Flap retraction schedule When passing Set aps Vref30+20 ............................. 5 Vref30+40 ............................. 1 Vref30+60 ............................. UP

Verify THR HOLD mode. Observe the FMA annunciating the release of the A/T servos with THR HOLD, and make a mental note of moving from the low-speed abort to the highspeed abort stage.

At 5 kts before V1 move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air, excluding situations where the aircraft controllability is severely impaired or if the aircraft otherwise becomes unyable.
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When aps are UP, maintain a minimum airspeed of Vref30+80. Normally climb out at 250 knots until reaching 10,000. Then accelerate to 300 knots or FMC ECON speed. Once aps are UP, move the gear lever to the OFF position to depressurize the landing gear hydraulics.

Climb thrust

Verify set to CLB, CLB1 or CLB2 as desired.

If all goes as planned, you should be near to crossing the RUBAT waypoint (and our right turn direct TOBIS). As a real world pilot once said (when asked what it was like to y the 767): VNAV, LNAV, C CMD, COFFEE. He was only half-joking. You can, at this point, do exactly as he said: Press VNAV, LNAV & C CMD on the MCP, and the aircraft will do the rest. Or, handy the aircraft following the F/D command bars on the EADI. Many real world pilots adopt this practise. Afterall, its fun to y... why should the computer get to do the fun part? Or, Open the FMC. Press LEGS (FK). Press 1L LSK for TOBIS. TOBIS will be entered into the scratchpad. Press 1L LSK. The pad entry will be updated in the FMC. Press EXEC (FK). Press VNAV, LNAV and C CMD on the MCP. Regardless of how you get there, its up to you to guide the aircraft on the SID and up to the cruise as safely and efciently as possible. The aircraft should start a right turn direct to the TOBIS waypoint. Select 36000 in the ALT box on the MCP (if you havent already done so). The aircraft is now set to follow the Lateral & Vertical modes of the ight plan.

Some important activities for the cruise phase are: Make periodic observations on the fuel consumption of the aircraft, and compare the gures you see to the numbers on your ight plan log. This is not done just to see if unpredicted winds are eating your valuable reserve fuel, but to also be on the lookout for possible fuel leak. The aircraft can, in theory, experience a fuel leak that might go unnoticed, unless a strict fuel amount monitoring policy is implemented. Always be prepared to change the planned course of your ight, in case something goes wrong. There can be many kinds of unexpected events that will force you to change your route towards an enroute alternate. Some of these include a medical emergency, technical emergency, unexpected requests by ATC. Whatever the reason, you should be able to make a logical and a rather quick decision to ensure the safety of your aircraft and your passengers. Even though you have a fully operational TCAS onboard the aircraft, it doesnt relieve you from keeping a constant trafc lookout during the cruise phase. The TCAS is not an all-encompassing or all-knowing device, and you should make it a routine to scan the outside of the aircraft (while still enjoying the views, of course). Prepare for the arrival. Get charts ready, adjust the minimum altitudes on your gauges, and consider the many possible obstacles that you could see during your approach into destination. Review the arrival and approach plates; review and program the missed approach procedure; review the predicted weather and its effect on your arrival. Always remember to keep the FMC in the loop for a better situational awareness. This means that you should make the FMC route look like your planned arrival. Of course you also have to make sure you can transition to raw data if needed (ie. Fly on the basic navigational instruments). In short: PREPARE for every eventuality. Fuel Panel
Monitor balance and turn off Center Fuel Pumps when center tank is less than 400 kgs or 1000lbs.

Climb and Cruise

After cleaning up the aircraft, there are still some procedural things that you need to attend to, before things will settle down in the climb. If conditions permit, during the climb out, you can select the Seat Belt sign to AUTO to release the cabin. After passing the 5000 transition altitude, you should be setting the altimeter to standard setting (29.92 Hg / 1013mb). Through 10,000 you can turn the landing lights to OFF. Above 5,000 feet (or transition altitude) Set altimeters ............................... 1013 (29.92) Above 10,000 feet Landing lights .............................. OFF The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated ying. Many simmers (even experienced ones) tend to think that during the cruise theres really nothing left for the pilot to do than to just read the newspapers and enjoy the view. While this is partly true (only partly), the cruise phase is just as important as the more hectic departure & arrival phases of ight. During the cruise it is important to prepare for possible trouble and otherwise monitor the aircraft systems, AFDS, FMC, fuel, and routing (as well as reading the paper). Remember, you have to be ahead of the aircraft at ALL TIMES.

Be prepared to operate the FMC during the early phases of the climb to possibly take a new Direct-To to a new waypoint or manipulate the ight plan in some other way if the ATC instructions require you to do so. Dont be overwhelmed by the many tasks you will be facing during this time, but instead take one thing at a time, and try to complete everything you set out to do. Of course, for this ight, you can always stroll back to the cabin and brush up your Danish:
Anfrer: Behage opstille den Flyrejse Opsyn nede. Passager: Men hun er alts smuk. Anfrer: Men hun er mig kone. Passager: Ooops. Bedrvelig.

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FMC Part II: Runway 27L

We will land on Runway 27L at London Heathrow. If you are using an active weather program and the winds are above 07kts, the 27s may not be appropriate. If youre comfortable planning a different arrival runway, go right ahead: for the purposes of this tutorial, we will be planning 27L (32LL0808 (ILS27L).pdf) on the LAM3A STAR (32LL0703 (Lambourne STAR).pdf). Press 6L LSK (INDEX). DEP/ARR INDEX page displays. Press 3R LSK (EGLL ARR>). EGLL ARRIVALS (1/4) page will be displayed.

We have completed the setup of the arrival runway. If we were connected to an online network, there is a likelihood that our arrival would be altered (ATC may dictate crossing & speed restrictions, or provide vectors off our planned arrival route altogether). In such circumstances, it is best to have a pen & paper handy to write down all clearances. The FMC can be used to control crossing altitudes and speed restraints, but dont be afraid to set the altitude in the MCP ALT and use FLCH to descend. HDG SEL can be used if ATC provides vectors. During the cruise, always monitor the progress of your ight. Open the FMC. Press PROG (FK). PROGRESS (1/2) page will be displayed. Note the estimated fuel for your destination. Compare those gures to the ight plan.

Press NEXT PAGE (FK) until LAM3A (STARS) appears. Press corresponding L LSK for LAM3A. <SEL> will appear to the left of LAM3A. Press corresponding R LSK for ILS27L. <SEL> will appear to the right of ILS27L. Press EXEC (FK) to execute the arrival & runway. Now that our arrival is set, we need to close some discontinuities that have occurred in our route.

Press LEGS (FK). ACT RTE1 LEGS (1/5) page displays. Press NEXT PAGE (FK) and close the discontinuity (if there is one) between the XAMAN and LOGAN waypoints. Press NEXT PAGE (FK) and close the discontinuity between the CI27L and LAM waypoints. Press EXEC Function Key.

Press NEXT PAGE (FK). PROGRESS (2/2) page will be displayed. Note the information displayed and compare those gures to your ight plan. Make notes on your ight plan for fuel burn, winds aloft, and check to make sure that you will arrive with fuel to spare: nothing worse than heading to an alternate due to weather and not having the requisite fuel to get there. Thats a big Ooops, but not likely to happen on our short hop.
Question: If a 767 runs out of fuel at FL410, what do you have? Answer: A 132 ton glider with a sink rate of over 2000 feetper-minute and marginally enough hydraulic pressure to control the ailerons, elevator, and rudder. On July 29, 1983, veteran pilots Bob Pearson and Maurice Quintal were at the controls of Air Canada Flight 143 when the unbelievable happened: they ran out of fuel. The aircraft (Fin #604) landed safely at an abandoned Royal Canadian Air Force Base located in Gimli, Manitoba. The avoidance of disaster was credited to Captain Pearsons Knowledge of gliding which he applied in an emergency situation to the landing of one of the most sophisticated aircraft ever built. Captain Pearson strongly credits Quintal for his cockpit management of Everything but the actual ight controls, including his recommendation of Gimli as an landing spot. The aircraft went back in service (after a million dollar repair) and has been known ever since as the Gimli Glider.
Excerpted from an article published in Soaring Magazine by Wade H.Nelson

A 767 History

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

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Lets look at the FMC VNAV pages... Press VNAV (FK). The ACT ECON CRZ (2/3) page will be displayed. On this page, you can view your commanded ight level, cruise speed, true airspeed, step climb format (in this instance ICAO), step climb information, destination estimated time of arrival and fuel, and the optimum and maximum calculated ight levels. You can manually change your ight level, cruise speed, and step climb format (try entering 2000 at 4L LSK), as well as access FMC sub pages. Consult the manual for more information about the sub pages.

FMC Part III: The Lambourne Arrival

Londons airspace is perhaps the busiest in the world, with some rather tricky departure and arrival procedures (due in no small part to the rather congested airspace and noise considerations). So, expect almost anything to happen during the descent and arrival phase of this (or any) ight when ying into London airspace. The Lambourne STAR chart (32LL0703 (Lambourne STAR).pdf) states ACTUAL DESCENT CLEARANCE WILL BE AS DIRECTED BY ATC... PLAN for FL250 by LOGAN and FL150 by SABER. But (theres always a but when it comes to procedures it seems, isnt there?)... but, a reciprocal agreement between Amsterdam and London, stipulates that handoffs will be completed with aircraft at FL260. So, regardless of any early planning we do, it looks like we will still get an early descent, and a lower crossing altitude for LOGAN as well. But (theres that nasty word again), well cross that altitude when we get there. Press LEGS (FK). The ACT RTE 1 LEGS (1/4) page will display. Press NEXT DOWN (FK) to display page 2/4.

Press NEXT PAGE (FK). The ACT ECON DES (3/3) page will be displayed. On this page, you can view your destination runway, the runway altitude, the speed for the descent, the speed transition altitude. You can manually input a speed restriction. The DES NOW> at 6R LSK will enable an immediate descent to the commanded MCP altitude. This is a handy feature if ATC needs your aircraft at a lower altitude. Judging by the sounds emanating from the football fans in the cabin (Vi er rd, vi er hvid, vi er Dansk dynamisk), its time to get ready for the descent and arrival into London.
From the LDS767 manual: The Flight Level Change mode is selected by pressing the FL CH button on the MCP. FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally, the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. When selected, the AFDS and the autothrottle command pitch and power settings to y the aircraft toward the altitude selected in the MCP ALT window at the selected speed. Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. If a climb is required, the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. If a descent is required, the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down to maintain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent.

Lets leave the LOGAN waypoint as is for the moment. The calculated altitude is close enough to FL250, and knowing that we will be level at 260 well before LOGAN, it is unlikely we will cross at FL250. Enter 15000 into the Scratchpad. Press R LSK adjacent to the SABER waypoint. Press EXEC (FK).
Conrm that the changes we have made are correct. Rotate the Display control on the EHSI panel to MAP from PLAN. You can leave the EHSI Range Control at 40nm or zoom out to 160 (depending on where you are in your cruise).

Stay ahead of the aircraft. For this tutorial we are planning our arrival & runway well BEFORE the descent. If you y online, be prepared to change any and all of this information during the descent phase. Regardless, take the time to plan ahead. If you can, do it now, before the descent.

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Planning the MAP (Missed Approach)

You must program and/or plan a MISSED APPROACH for each and every arrival runway. When your aircraft is descending on the ILS at 150 knots and another aircraft enters the active runway, you will be glad that you planned a missed approach. See Go Around Procedure (Page 27). NOTE: Print the ILS27L chart (32LL0808 (ILS27L)) located in the Charts folder of this download. As fortune would have it, the LAM3A STAR has the missed approach already programmed within. There is no need to manually enter the waypoints. BUT, it is wise (and prudent practise) to verify that the FMC generated Missed Approach Procedure is the same as the paper ILS27L runway chart. So, take the time to conrm the accuracy of the Missed Approach from PLAN MODE. Press LEGS (FK). Press NEXT PAGE (FK) until the ACT RTE 1 LEGS page displays the last page of the route. Rotate the Display control on the EHSI panel from MAP to PLAN. Rotate the Range Control (EHSI panel) to 10 or 20nm (whichever will give you the best view of the EHSI). Press 6R LSK <STEP> and verify that the waypoints for our MAP are contiguous, and as stated on the ILS27L chart. Check the route on the EHSI. Verify the route. Make changes if there are any errors.

Descent
Below 18,000 feet (or transition altitude (6000)) Set local altimeter Below 10,000 feet Landing Wing Lights .................... ON Verify FMC arrival and approach
Transition level is 6000 for London TMA.

Weve already done this, but if you are ying online, and ATC wants you on Runway 27R (32LL0811 (ILS27R).pdf), make the changes, or request the left side. Flight Instruments and Radios .... Set Airspeed Bugs .............................. Set

Program arrival and approach xes as required.

Set, tune and identify instruments and radios required for an instrument approach. Set speed bugs for landing (use automatic bug speed mouse click area for easy setting).

Press INIT REF (FK). APPROACH REF (1/1) displayed.

Press 3R LSK (30 140KT) (VREF). The ap/speed setting 30140 will be entered in the scratchpad. Press 4R LSK (---/---)(FLAP/SPEED). The scratchpad entry (30/140) will be set. Your results (ACTUAL amounts)
may differ slightly from those depicted.

The aircraft be should nearing the T/D... so without further adieu, lets get serious, and get these chanting passengers to their destination, so they can continue their football foray in the streets of London.
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From the LDS767 manual: The Approach Reference page is only available while in the air. It displays and updates automatically based on aircraft weight. On this page you can view Gross Weight (the value may be manually entered if the gross weight is not shown or is incorrect), Approach Reference Speeds (Approach Vref speeds update automatically when a weight is entered into the GROSS WT eld. Flaps 25 and 30 are normal ap landing speeds.), Runway Length (The departure runway length is displayed until the lesser of 400 miles from the departure airport or halfway to the destination.), Frequency and Course (The ILS frequency and approach course for the selected runway is displayed here and at the 5R position. The frequency shown is for the departure runway until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the frequency and course for the arrival runway in the active route are displayed.), Flap/Speed (This line accepts the entry of a different ap/speed combination. Entries in this data eld have no effect on other performance data.)

Descent (Continued)
Autobrakes .................................... As required Approach brieng ......................... Complete
Set 1 through MAX AUTO as appropriate. The use of autobrakes is at pilot discretion. Review, discuss, evaluate, and conrm all aspects of the impending arrival. That means planning the procedure for go-around and/or missed approach; nal speed & aps/setting; other pertinent information that you and your crew will need to make a safe landing.

Setting the crossing altitude for LOGAN

Alright, we are now going to start our descent (as per ATC direction (and a letter of agreement between the Dutch & British airspace regulators)). As the aircraft nears the PAM VOR, descend to FL260. It is understood that the aircraft is currently congured with VNAV, LNAV and C CMD engaged. Set 26000 in the MCPs Target Altitude Window. Open the FMC. Press VNAV (FK). ACT ECON CRZ will display. Enter 26000 (or 260) into the Scratchpad. Press 1L LSK to transfer 26000 (CRZ ALT column). Press EXEC (FK). The aircraft will descend to 26000.

Press the corresponding L LSK next to the LAM VOR. The scratchpad entry (220/080) will transfer. Press EXEC (FK).

As we inch our way across the channel, to chants of Er vi der endnu? Er vi der endnu?, we must decide how we want to control our NEXT descent phase. Direct VNAV will automatically descend at the T/D point (Alt Target Window set at 22000) for LOGAN, or we may choose DES NOW> option available on the VNAV DES page of the FMC. To start our descent before the FMC calculated T/D, Press VNAV (FK). ACT ECON CRZ page displays. Press NEXT PAGE (FK) until DES NOW> appears at the CDUs 6R LSK. Press 6R LSK. Press EXEC (FK). The aircraft will descend to FL220.
Early descent will ensure that the altitude restriction at LAM will not be missed.

ATC has not given us any speed restrictions or a specic waypoint to cross at FL260 (though we can guess the airspace border is optimal for level ight), just to descend to FL260. So, changing the assigned CRZ ALT from within the FMC, is perfect for this situation. After a short time, Amsterdam hands us off to London ATC and we are promptly instructed to cross LOGAN at FL220 and to expect LAM at 080. Time to update the Flight Management Computer. Open the FMC. Press LEGS (FK). Enter 220 (or 22000) into the scratchpad. Press the corresponding L LSK next to the LOGAN wpt. The scratchpad entry (220) will transfer. Press NEXT PAGE (FK) until LAM appears. Enter 220/080 into the scratchpad.

To start the descent at the FMC calculated T/D, reset the MCPs Alt Target Window to 22000. The aircraft will descend to FL220 at T/D.

FPA is the actual ight path angle of the aircraft. It is typically 3 to 4 in a descent. V/B is the required vertical bearing to reach the waypoint altitude (Depicted: LOGAN @ 22000). V/S is the required vertical speed to meet the V/B.

ATC has not told us to slow to 220 knots at Lambourne, but the LAM3A chart does, so, lets plan ahead (just in case).

Air trafc must be light (or perhaps ATC divines that our pax are a lively bunch), because even BEFORE crossing LOGAN, ATC clears us to FL080 at LAM. Therefore, the SABER crossing restriction is cancelled.
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If you have time, before crossing LOGAN, delete the SABER altitude restriction to allow VNAV to descend directly from 220 to 080 at Lambourne. Open the FMC. Press LEGS (FK) Press PAGE DOWN (FK) until the SABER waypoint appears. Press DELETE (FK). Scratchpad will display DELETE.

leave the speed as is, but keep an eye on the green arc on the EHSI. We want it to be within 10nm of the LAM VOR, preferrably before Lambourne (thats where we have to maintain 220 knots). So, be ready to dial back the speed on the MCP and to extend the speedbrakes if it looks like crossing LAM at FL080 is going to be a challenge. Through 11,000 feet the speed will need to be reduced to 240 knots. Within 5nm of LAM VOR its a good idea reduce the speed to 200 knots.

Press the R LSK next to the restriction at the SABER waypoint and the altitude restriction will be deleted. Press EXEC (FK).

Below 10,000 feet Landing Wing Lights .................... ON As we get closer to Lambourne, keep an eye on the descent rate and the EHSI green arc (it should be near or at LAM). ATC has directed us to depart LAM on a heading of 270. The aircraft should now be level at FL080 on a heading of 268 a few miles from LAM VOR. If you are in FL CH mode, engage VNAV. Otherwise, stay the course.

Set the MCP Altitude Target Window to 8000.

Once we are level at FL220 at LOGAN, we can begin the direct descent to Lambourne at FL080. Due to the volume of trafc in London airspace (who knows if well be asked to enter a holding pattern along the STAR), we want to make sure that the aircraft makes any and all restrictions along the track. Monitor the green arc on the EHSI and the descent rate closely. If the descent seems shallow, or the airspeed is higher than the FMC VNAV page predicts, use the speedbrakes. Have the FMC ACT ECON DES page available to view the numbers being generated by the FPA, V/B, and V/S. Compare the V/S value to the Main Panels Vertical Speed Indicator. Do they match? If not, you may want to consider changing VNAV mode to a FLCH mode descent. Optional Descent Mode Press FLCH on the MCP. Dial 8000 in the MCP Altitude Target Window. The aircraft will begin an immediate descent to FL080. We can adjust the descent speed (it will probably be near 310 knots in the initial descent) by dialling the MCP IAS/MACH speed to a lower number. Initially, we can

Dial 270 (MCP HDG window). Press the MCPs HDG HOLD button. The aircraft will hold the current heading of 268. After passing Lambourne VOR, Press the MCPs HDG SEL button. The aircraft will make a 2 turn to 270. ATC instructs us to decend to 7000. Dial 7000 in the MCPs Altitude Target Window. If VNAV is enaged, the aircraft will descend to 7000 and attempt to hold the speed at 220 knots. Otherwise, Press FL CH. Right. The workload is about to increase considerably. Save a situtaion le now. Grab a cool one. Then, take a deep breath, because when you turn this page, you are about to enter... the Landing Zone!

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Coming level at 7000 feet, ATC instructs us to make a left turn to a heading of 110 and descend to 4000 feet, Heathrow QNH, 1013. They also request that we keep the speed at 220 knots (I think theres another planeload of Danish footballers at our six). 110, 4000, and 1013. First things rst, lets dial the altitude, and start the descent. Once we start down, well change the heading. Dial 4000 into the MCPs Altitude Target Window. Press the MCP FL CH button. The FL CH button will illuminate. The MCPs IAS/MACH Window should display 220 knots, and the aircraft should start a slow descent to 4000. Ensure MCPs HDG HOLD light is illuminated. Dial 110 into the MCPs HDG window. Press the MCPs HDG SEL button. The aircraft will begin a left turn to the assigned heading of 110. Set the altimeter to 1013 (or, if you are using a real weather program, enter the current QNH for EGLL).
Transition altitude is the altitude in the vicinity of an aerodrome at or below which the vertical position of an aircraft which is controlled by reference to altitude, e.g. with the aerodrome QNH set on its altimeter. Above transition altitude QNE is set and ight levels used. Also called transition level (TL) at which a descending aircraft changes from FL to QNH.

Dial 3000 into the MCP Altitude Target Window. The aircraft should continue its descent in FLCH. If the aircraft is level at 4000, press FLCH to restart the descent to 3000. Dial 240 into the MCPs HDG Window. Press HDG SEL. Dial 180 into the MCPs IAS/MACH Window.

Press the MCPs LOC mode button. The AFDS has now been set to intercept the Localizer freq (109.50) for runway 27L. The aircraft should be approximately 12 miles back of the threshhold. Once the aircraft starts the turn to the 27L inbound course of 275...

Landing
Flaps ....................... Extend during deceleration Flap extension schedule When passing Set aps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30
When aps are 25/30, the minimum speed is Vapproach. Vapproach = Vref30 + wind factor. Wind factor = steady headwind + gust factor. Gust factor = gust reported steady wind.

Open the PEDESTAL. Set/conrm the 27L ILS freq 109.50, OBS 275. Watch your speed - is it time to drop some aps? Once the aircraft descends through 4500, ATC instructs LDS003, right turn to 240, descend to 3000 and slow to 180 knots. You are cleared to intercept the localizer for runway 27L. Call when established.
Leaving 7000 for 4000, left heading 110... ...intercepting the localizer through 3500

On downwind

Glideslope alive or 1500 RA Speed brakes ................................ ARMED Glideslope capture or 1000 RA Set Missed Approach altitude Monitor approach progress Touchdown
Gear DOWN and Flaps 20.

Set aps 5 and speed 180.

Set aps for landing (25 or 30). Landing aps 30 is normal. Set speed to Vapproach. Dial altitude into MCP ALT window. At DA (instrument approach) or 500 feet, announce LANDING. If unable to land, execute a go-around. Verify spoiler deployment and decelerate using reversers and brakes. Disconnect autopilot and autobrakes prior to turning off the runway.

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Press the MCPs APP button. The AFDS is now congured to follow the ILS on its vertical glideslope path. Monitor your airspeed, and extend the aps (if the F/O is disabled) as per the Flaps schedule (next page). Once fully established on the glideslope, check that the MCP ALT Window is set to 3000 for the MAP.
The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. FLARE and ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged.

After Landing
NOTE: At 80 knots reduce reverse thrust so as to be at idle thrust by 60 knots. Exterior Lights ............................. As required Flight Director Switches .............. OFF Autobrakes .................................... OFF Speed brakes ................................ DOWN Stab Trim ....................................... 4 units Flaps .............................................. UP Transponder .................................. OFF APU ................................................ As required
Runway turn-off lights & white anti-collision lights ON.

Now, if the weathers good, time to DISENGAGE the A/P, disable the A/T and the F/D, and hand y her in. Afterall, your Danish football friends are cheering you on... Final approach airspeed is maintained until crossing runway threshold. Speed is then reduced so as to touch down at the double white bug speed plus gust additive. Flare is initiated when the main gear is approximately 30 ft above the runway. Increase pitch attitude by approximately 2, then smoothly reduce thrust levers to idle. Maintain this pitch attitude until touchdown. Do not allow the airplane to oat, but y the aircraft onto the runway and accomplish the landing roll procedure. On touchdown, the PNF calls SPEEDBRAKES UP, or if the speedbrakes do not extend automatically the PNF calls NO SPEEDBRAKES, and the Captain extends them manually. When the main gear is rmly on the runway and speedbrakes have deployed, the PF selects the reverse thrust levers to the interlock position and lowers the nose wheel onto the runway. When the interlocks release the PF selects the pre-determined level of reverse thrust. The PNF monitors reverse thrust and autobrakes. If one or both reversers do not operate, the PNF advises the PF of the condition, e.g., NO LEFT REVERSE. The PF controls reverse thrust and wheel braking as necessary.
Rolling out on Runway 27L... Reverse Thrust... and dont forget to disengage the A/P!

Start the APU prior to gate arrival if external power is not available.

Shutdown
Parking Brake ............................... SET APU or External Power ................ Establish Engine Anti-Ice Switches ............. OFF Isolation Switches (L and R) ........ ON

Verify APU is running or request/select external power.

Fuel Control Switches .................. CUT OFF Seat Belt Sign ............................... OFF Hydraulic Panel............................. Set Fuel Pump Switches ..................... OFF Red Anti-Collision lights .............. OFF

This permits the APU to supply air to both packs.

Turn OFF Primary electric pumps and all demand pumps. Primary engine pumps are left ON.

With our Danish passengers safely on their raucous way, we can now take a few moments to catch our breath. In just one hour we depart with a full load of nudist/botanists bound for a convention in Frankfurt... from one extreme to another. An update on the match between Denmark & England: They may be red, they may be white, and they may be Danish Dynamite, but the friendly ended in a nil-nil draw. So much for dynamite on this outing! Thanks for ying with Level-D Simulations. We hope youve enjoyed Flight 003 aboard LDSs 767-300ER. Stay tuned. We look forward to producing in depth tutorials and modules for the 767 and for the next LDS offering: the 757. The LDS Team

Complete Shutdown
IRS Mode Selectors ...................... OFF Emergency Light Switch .............. OFF Window Heat Switches ................ OFF Cargo Heat Switches .................... OFF Pack Switches .............................. OFF APU or External Power ................ Deselect Standby Power Selector .............. OFF Battery Switch ............................... OFF
-24 Deselect external power or turn off the APU.

Beta Bonus Page I

Transponder & Trafc Collision Avoidance System

1. Transponder Keypad. Enter your ATC-assigned Squawk Code here. 2. Squawk Code appears here. 3. IDENT button. When ATC asks you to Squawk Ident, Press button. 4. TCAS Mode Selector: XPDR ONLY (Transponder Only), TA (Trafc Advisory) or TA/RA (Trafc Advisory/ Resolution Advisory). TA/RA is standard. Depress the button for 2 seconds to TEST. The EHSI (7) will display the test pattern. Aural TCAS System Test OK or TCAS System Test Fail (if IRUs are ofine) will sound. 5. TCAS status: SBY (Standby), AUTO and ON. 6. EHSI Range Selector. Press to toggle the EHSI TCAS display on/off. Targets are visible +/- 2700 of aircraft. d. Trafc Advisory (TA) Trafc: Aircraft within 7. EHSI. 20 to 48 seconds of entering collision a. TCAS Status Display: The status of the airspace are displayed as yellow circles. TCAS system is displayed here. TFC An aural TRAFFIC TRAFFIC an- Trafc display is active. TA ONLY nouncement is generated and TRAFFIC TCAS is in Trafc Advisory mode. Reso(in yellow) is displayed on the EHSI. lution Advisories are disabled. TCAS e. Resolution Advisory (RA) Trafc: ImOFF - TCAS system is OFF. No trafc mediate threat aircraft within 15 to 35 information or advisories are available. seconds of entering the collision airspace (blank) - TCAS display is toggled OFF are displayed as red squares. Vertical via the EHSI Range Select Knob. guidance aural commands are generated Note: When TFC is displayed and TA and TRAFFIC (in red) is displayed on the ONLY is not displayed, the system is EHSI. Display returns to normal with the in the TA/RA mode and Resolution CLEAR OF CONFLICT announcement. Advisories will be received. b. Other Trafc: Trafc that is not a threat f. TRAFFIC Event Display: Displays in yellow for a TA event and red for an RA are displayed as hollow white diamonds. event. The relative altitude (in 100s) is displayed with a trend vector. This example Note: As a matter of convention, lower trafc aircraft is 1000 feet below. have negative values with data tags displayed c. Proximate Trafc: Trafc within 1200 below the trafc symbol. Higher trafc have feet vertically and 6 miles laterally are positive values with data tags displayed above displayed as solid white diamonds. the trafc symbol.

a b d

TRAFFIC

c e

Ground Proximity Warning System

The GPWS provides warnings of potentially hazardous situations when approaching terrain. It also provides information alerts to assist the crew with situational awareness. The system operates automatically and can be inhibited if necessary by pressing the G/S INHIBIT area on the main panel. The GPWS system provides altitude callouts during landing to assist the crew. The following callouts are made based on radio height: 2500, 1000, 500, 100, 50, 40, 30, 20, 10 and MINIMUMS (based on DA setting on the pedestal). The system also advises when an excessive bank angle exists by announcing BANK ANGLE. Above 150 feet, the announcement is activated past 40 degrees of bank. Below 150 feet, the activation angle is reduced progressively from 40 to 10 degrees at 30 feet. The GPWS system provides the following warning messages to the crew: TERRAIN TERRAIN - Closure rate to the ground is excessive. The warning envelope depends on conguration, airspeed, radio height and closure rate. WHOOP WHOOP PULL UP Announced when dangerous proximity to the ground requires immediate action from the pilot. The warning envelope depends on conguration, airspeed, radio height and closure rate. TOO LOWFLAPS - The aps are not in the landing conguration (25 or 30) in close proximity to the ground. The warning envelope depends on radio altitude and airspeed. TOO LOWGEAR - The gear are not down in close proximity to the ground. The warning envelope depends on radio altitude and airspeed. TOO LOWTERRAIN Announced when the aircraft has unsafe terrain clearance at low airspeed. The warning envelope depends on airspeed and radio height. DONT SINK Warns of excessive descent rate after takeoff or go-around. SINK RATE - Excessive descent rate near the ground. MINIMUMS MINIMUMS Announced when the radio height matches the value set in the DH selector on the pedestal. GLIDESLOPE Announced when the aircraft is below the glideslope by an unacceptable margin. The GPWS also warns if windshear is detected. The windshear warning consists of the WINDSHEAR light, a windshear aural warning, and a Master Warning. The warning is cancelled when the conditions no longer exist.

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Beta Bonus Page II

Go Around Procedure
Advance thrust levers to full thrust, rotate nose up ........................................................ FLAPS 20 After positive rate of climb established ........................................................ GEAR UP
Verify rotation to go-around attitude and thrust increases

Non-Normal Emergency / Diversion

A diversion is a ight to any airport which is not the destination or alternate originally designated in the dispatch release. The airport to which such a ight is diverted is the diversion airport. I. Diversion airport: The diversion airport should be selected on the basis of the remaining fuel range of the diverting aircraft, airport facilities and weather conditions, and passenger service capabilities. If the diversion is the result of an aircraft malfunction or an incident, safety factors may limit these considerations. II. Minimum fuel for diversion: The minimum fuel for a diversion includes fuel burn from the point of diversion to landing at the diversion airport plus nal reserve (fuel for 30 minutes holding at 1,500 ft above diversion airport at standard temperature). III. Flight plan and ATC clearance: Before an aircraft diverts, an ATC clearance must be issued. The following ight plan information may be required and should be to hand when requesting this clearance: 1. Diversion airport 2. Route of ight 3. Altitude 4. Estimated time en route 5. Endurance (hours and minutes) 6. Notifying cabin crew and passengers.

Select LNAV mode At ap retraction altitude, set spd VREF + 80 knots ................................................CLIMB THRUST CLB thrust mode .......................... SELECT FLAPS ............................__ap retraction schedule Verify missed approach route being tracked and missed approach altitude captured. Call After Takeoff Checklist Accomplish After Takeoff Checklist
Position ap lever as required.

Position gear lever UP. After GEAR and DOORS lights extinguish, position landing gear lever OFF.

Captains Brieng
Here is the Before Start brieng example (Captain is Pilot Flying). CAPTAIN starts brieng after completion of the Before Start Checklist. PF/Captain: I FLY. T/O WITH ANTI-ICE ON NO BLEED T/O. FULL T/O N1 - 95%. FLAPS 5. BEFORE V1 I ABORT, YOU MONITOR MAX BRAKES, SPEEDBRAKES, MAX REVERSERS. AFTER V1, I FLY, YOU CLEAR THE NON NORMAL ON MY COMMAND. ENGINE FAILURE PROCEDURE (EFP): STRAIGHT AHEAD. EFFRA 1000 FT (Engine Failure Flap Retraction Altitude) STRAIGHT AHEAD 2200 FT (RIGHT TURN to BUN, CLIMBING TO 3000 FT RETURN to BRU [or DIVERT to OST] ILS 25). FLY, I READ THE SID. (PF) PF reads SID and sets the radio aids [VOR ADF]. PNF crosschecks PF checks altitudes (climb thrust, acceleration, transition, grid, safety altitudes). PF checks that all radio aids and MCP windows are set for departure. Review of radio failure procedures (if req). Both pilots crosscheck SID and routing in LEG page (SPD and ALT restr). Capt reviews taxi routing. Capt reviews highlights of the ight. Review of the RATS R : reduction altitude A : acceleration altitude T : transition altitude S : safety altitude (in 100 NM range) -26 -

AUTOTHROTTLE ................................. AS DESIRED THROTTLES ........................................ CLOSE SPOILER HANDLE ............................. FULL AFT NO SMOKING AND SEAT BELT SIGN ON Descent straight ahead or initiate moderate bank (max 30) TARGET SPEED ................................. MAX Vmo ENGINE START SELECTORS ............ FLT Advise passengers to: Use oxygen; Fasten seat belts; No smoking. Make the following announcement: Ladies and gentlemen, pull down and use your oxygen masks. Fasten your seatbelts and no smoking please. When time permits: Advise Flight Attendants if cabin altitude remains above 10,000 feet for an extended period. Advise Flight Attendants when cabin altitude is below 10,000 feet. NOTES: 1. The above procedure assumes structural integrity of the aircraft. If structural integrity is in doubt, limit airspeed as much as possible and avoid high maneuvering loads until structural integrity has been veried. 2. Level-Off (If not in FL CH mode). Start reducing rate of descent approximately 2,000 feet above desired level-off altitude. Retract speed brakes approximately 1,000 feet above desired level-off altitude, or as desired to control airspeed and level-off. 3. Level-Off (Using FL CH mode). Retract speed brakes approximately 1,000 feet above desired level-off altitude, or as desired to control airspeed and level-off. 4. After Level-Off. Speed Brakes - Check retracted. Engine Start Selectors - As required

Emergency Descent

Level-D Simulations 767-300ER NORMAL PROCEDURES and CHECKLIST

NORMAL CHECKLIST Level-D 767-300

PREFLIGHT PASSENGER SIGNS ...............................................................................SET FLIGHT INSTRUMENTS ..........................................................................SET PARKING BRAKE ....................................................................................SET FUEL CONTROL ........................................................................ SWITCHES CUT OFF BEFORE START AFDS MCP ................................................................................................SET AIRSPEED BUGS .....................................................................................SET FMC CDU ..................................................................................................SET TRIM .....................................................................................................___UNITS FLIGHT CONTROLS .............................................................................. CHECK AFTER START ENGINE ANTI-ICE ................................................................................. AS REQ ISOLATION SWITCHES (L AND R ............................................................OFF EICAS RECALL ...................................................................................... CHECK AUTO BRAKES .........................................................................................RTO GROUND EQUIPMENT ......................................................................... CLEAR BEFORE TAKEOFF FLAPS ....................................................................................................SET___ AFTER TAKEOFF LANDING GEAR SELECTOR ...................................................................OFF FLAPS ........................................................................................................UP APPROACH PRESSURIZATION .......................................................................SET LANDING ALT AIRSPEED BUGS .....................................................................................SET ALTIMETERS ............................................................................................SET EICAS RECALL ...................................................................................... CHECK LANDING SPEEDBRAKES .....................................................................................ARMED LANDING GEAR .....................................................................................DOWN FLAPS ....................................................................................................SET___ SHUTDOWN HYDRAULIC PANEL .................................................................................SET FUEL PUMP SWITCHES ..........................................................................OFF FLAPS ........................................................................................................UP SPEEDBRAKE LEVER ...........................................................................DOWN PARKING BRAKE .....................................................................................SET FUEL CONTROL SWITCHES .............................................................. CUT OFF COMPLETE SHUTDOWN IRS SELECTORS ......................................................................................OFF EMERGENCY LIGHTS SWITCH ..............................................................OFF WINDOW HEAT SWITCHES.....................................................................OFF PACK SWITCHES .....................................................................................OFF APU / EXTERNAL POWER .......................................................................OFF STANDBY POWER SELECTOR ...............................................................OFF BATTERY SWITCH ...................................................................................OFF
FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION -27 -

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION LEVEL-D SIMULATIONS FLIGHT 003 FSBUILD FLIGHT PLAN BLOCK TIMES FLIGHT TIMES FUEL IN . . . . . OUT . . . . . TOTAL . . . . . FLT REL IFR LDS FUEL TAXI 000818 DEST EGLL 008527 RESV 003279 ALTN 001147 HOLD 001093 EXTRA 001457 TTL AT TO 015504 REQD 016322 ON OFF TOTAL . . . . . . . . . . . . TAKEOFF . . . . LANDING . . . . BURNOFF . . . .

EKCH-22R/EGLL-27L MACH 80 A/C B767-300 LEVEL-D TIME CORR TOGWT LDGWT AVG W/C 0010 . . . . 141549 133021 M019 0123 . . . . ELEV. 80 FT 0045 . . . . 0015 . . . . ALTN EGSS DIST 34 0015 . . . . 0020 . . . . ZFW 126045 PAYLOAD 029500 0258 . . . . DIST 0532 0308 . . . . ETD

22R Runway 5 Gate B C TOBI2

16967 kg fuel loaded

CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL TOBI2C TOBIS UT502 DEGUL UN872 EEL UR1 PAM UL980 LOGAN LAM3A/0123 TO NM AWY M/H FL M/C TAS G/S ZT WIND ATC ACTME ETA ATA ACBO ABO REM AREM

N5534.1/E1234.0 RUBAT 003 TOBI1C N5515.1/E1140.5 TOBIS 035 TOBI1C N5456.7/E1051.3 LANGO 032 UT502 N5454.9/E1039.5 TOC 007 UT502 N5448.5/E0957.7 ALASA 024 UT502 N5443.2/E0941.6 LISBU 010 UT502 N5438.8/E0928.1 DEGUL 009 UT502 N5403.5/E0819.2 GOLEN 052 UN872 N5320.1/E0659.6 KUBAT 063 UN872 N5309.8/E0640.0 EEL 112.40 015 UN872 N5228.4/E0520.9 LILSI 063 UR1 N5220.0/E0505.5 PAM 117.80 012 UR1 N5214.2/E0437.1 EKROS 018 UL980

227 CLB 250010 EKDK 226 268 259 00/00 00/00 .../... 0002/... 0152/... 237 CLB 000000 EKDK 237 337 337 00/07 00/07 .../... 0021/... 0133/... 233 CLB 170003 EKDK 234 444 444 00/04 00/12 .../... 0029/... 0125/... 252 CLB 230046 EKDK 255 465 424 00/00 00/13 .../... 0030/... 0124/... 255 360 000000 EKDK 255 459 459 00/03 00/16 .../... 0033/... 0121/... 240 360 240037 EDWW 240 459 423 00/01 00/17 .../... 0034/... 0120/... 235 360 240037 EDWW 235 459 423 00/01 00/19 .../... 0035/... 0119/... 230 360 240037 EDWW 229 459 441 00/07 00/26 .../... 0040/... 0114/... 229 360 240037 EDWW 228 459 441 00/08 00/34 .../... 0047/... 0107/... 228 360 260037 EHAA 226 459 429 00/02 00/36 .../... 0048/... 0106/... 232 360 260037 EHAA 230 459 427 00/08 00/45 .../... 0055/... 0099/... 232 360 290037 EHAA 228 459 442 00/01 00/47 .../... 0056/... 0098/... 249 360 230022 EHAA 250 459 439 00/02 00/49 .../... 0058/... 0096/... -28 -

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION N5204.2/E0350.3 VALKO 030 UL980 N5155.4/E0310.3 GORLO 026 UL980 N5152.4/E0256.5 TOD 009 UL980 N5148.5/E0240.0 REFSO 010 UL980 N5147.0/E0213.4 XAMAN 016 UL980 N5144.8/E0136.7 LOGAN 023 UL980 N5142.7/E0104.9 TRIPO 019 LAM3A N5142.2/E0056.9 SABER 004 LAM3A N5141.1/E0041.0 BRASO 009 LAM3A N5140.1/E0028.2 D086L 008 LAM3A N5138.7/E0009.1 LAM 115.60 011 LAM3A N5128.2/W0027.1 EGLL 024 LAM3A 250 360 230022 EHAA 251 459 449 00/04 00/53 .../... 0061/... 0093/... 250 360 230022 EHAA 251 459 439 00/03 00/57 .../... 0064/... 0090/... 249 360 230022 EHAA 250 459 439 00/01 00/58 .../... 0065/... 0089/... 249 DSC 230022 EHAA 250 460 450 00/01 00/59 .../... 0065/... 0089/... 265 DSC 220019 LON 267 440 427 00/02 01/02 .../... 0066/... 0088/... 270 DSC 310061 LON 263 400 359 00/03 01/05 .../... 0067/... 0087/... 271 DSC 310051 LON 265 360 325 00/03 01/09 .../... 0068/... 0086/... 273 DSC 290031 LON 271 290 261 00/00 01/10 .../... 0068/... 0086/... 268 150 290031 LON 265 280 253 00/02 01/12 .../... 0069/... 0085/... 267 150 290031 LON 265 280 253 00/01 01/14 .../... 0070/... 0084/... 265 DSC 290031 LON 262 280 254 00/02 01/17 .../... 0071/... 0083/... 252 DSC 300024 LON 248 250 236 00/06 01/23 .../... 0085/... 0069/...

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FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION LEVEL-D SIMULATIONS FLIGHT 003 FSBUILD FLIGHT PLAN BLOCK TIMES FLIGHT TIMES FUEL IN . . . . . OUT . . . . . TOTAL . . . . . FLT REL IFR LDS FUEL TAXI 000818 DEST EGLL 008396 RESV 003279 ALTN 001147 HOLD 001093 EXTRA 001457 TTL AT TO 015373 REQD 016191 ON OFF TOTAL . . . . . . . . . . . . TAKEOFF . . . . LANDING . . . . BURNOFF . . . .

EKCH-04R/EGLL-27L MACH 80 A/C B767-300 LEVEL-D TIME CORR TOGWT LDGWT AVG W/C 0010 . . . . 141418 133021 P000 0122 . . . . ELEV. 80 FT 0045 . . . . 0015 . . . . ALTN EGSS DIST 34 0015 . . . . 0020 . . . . ZFW 126045 PAYLOAD 029500 0257 . . . . DIST 0560 0307 . . . . ETD

04R Runway e t alterna ange x ch hould w s

CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL TOBI1S TOBIS UT502 DEGUL UN872 EEL UR1 PAM UL980 LOGAN LAM3A/0122 TO NM AWY M/H FL M/C TAS G/S ZT WIND ATC ACTME ETA ATA ACBO ABO REM AREM

N5544.7/E1251.2 CH361 010 TOBI1A N5540.9/E1259.0 CH362 006 TOBI1A N5534.6/E1250.9 CH363 007 TOBI1A N5515.1/E1140.5 TOBIS 043 TOBI1A N5505.6/E1117.8 TOC 016 UT502 N5456.7/E1051.3 LANGO 016 UT502 N5448.5/E0957.7 ALASA 031 UT502 N5443.2/E0941.6 LISBU 010 UT502 N5438.8/E0928.1 DEGUL 009 UT502 N5403.5/E0819.2 GOLEN 052 UN872 N5320.1/E0659.6 KUBAT 063 UN872 N5309.8/E0640.0 EEL 112.40 015 UN872 N5228.4/E0520.9 LILSI 063 UR1

039 CLB 000000 ESMM 040 268 268 00/02 00/02 .../... 0006/... 0146/... 129 CLB 000000 ESMM 129 276 276 00/01 00/03 .../... 0010/... 0143/... 218 CLB 000000 ESMM 218 350 350 00/01 00/04 .../... 0013/... 0140/... 242 CLB 000000 EKDK 242 402 402 00/06 00/11 .../... 0026/... 0127/... 234 CLB 000000 EKDK 234 469 469 00/02 00/13 .../... 0029/... 0124/... 234 360 000000 EKDK 234 459 459 00/02 00/15 .../... 0030/... 0122/... 255 360 000000 EKDK 255 459 459 00/04 00/19 .../... 0034/... 0119/... 240 360 000000 EDWW 240 459 459 00/01 00/20 .../... 0035/... 0118/... 235 360 000000 EDWW 235 459 459 00/01 00/21 .../... 0035/... 0117/... 229 360 000000 EDWW 229 459 459 00/06 00/28 .../... 0041/... 0112/... 228 360 000000 EDWW 228 459 459 00/08 00/36 .../... 0047/... 0106/... 226 360 000000 EHAA 226 459 459 00/01 00/38 .../... 0049/... 0104/... 230 360 000000 EHAA 230 459 459 00/08 00/47 .../... 0055/... 0098/... -30 -

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION N5220.0/E0505.5 228 360 000000 EHAA PAM 117.80 012 UR1 228 459 459 00/01 00/48 .../... 0056/... 0097/... N5214.2/E0437.1 EKROS 018 UL980 N5204.2/E0350.3 VALKO 030 UL980 N5155.4/E0310.3 GORLO 026 UL980 N5152.4/E0256.5 TOD 009 UL980 N5148.5/E0240.0 REFSO 010 UL980 N5147.0/E0213.4 XAMAN 016 UL980 N5144.8/E0136.7 LOGAN 023 UL980 N5142.7/E0104.9 TRIPO 019 LAM3A N5142.2/E0056.9 SABER 004 LAM3A N5141.1/E0041.0 BRASO 009 LAM3A N5140.1/E0028.2 D086L 008 LAM3A N5138.7/E0009.1 LAM 115.60 011 LAM3A N5128.2/W0027.1 EGLL 024 LAM3A 250 360 000000 EHAA 250 459 459 00/02 00/51 .../... 0058/... 0095/... 251 360 000000 EHAA 251 459 459 00/03 00/55 .../... 0061/... 0092/... 251 360 000000 EHAA 251 459 459 00/03 00/58 .../... 0063/... 0090/... 250 360 000000 EHAA 250 459 459 00/01 00/59 .../... 0064/... 0089/... 250 DSC 000000 EHAA 250 450 450 00/01 01/00 .../... 0064/... 0088/... 267 DSC 000000 LON 267 440 440 00/02 01/03 .../... 0065/... 0088/... 263 DSC 000000 LON 263 400 400 00/03 01/06 .../... 0066/... 0087/... 265 DSC 000000 LON 265 360 360 00/03 01/09 .../... 0067/... 0086/... 271 DSC 000000 LON 271 290 290 00/00 01/10 .../... 0067/... 0085/... 265 150 000000 LON 265 280 280 00/01 01/12 .../... 0068/... 0085/... 265 150 000000 LON 265 280 280 00/01 01/14 .../... 0069/... 0084/... 262 DSC 000000 LON 262 280 280 00/02 01/16 .../... 0069/... 0083/... 248 DSC 000000 LON 248 250 250 00/05 01/22 .../... 0083/... 0069/...

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FSBUILD NavLog Glossary Navlog Pilot Input Headers

LEVEL-D SIMULATIONS FLIGHT 003 FSBUILD FLIGHT PLAN BLOCK TIMES FLIGHT TIMES FUEL IN . . . . . OUT . . . . . TOTAL . . . . . ON OFF TOTAL . . . . . . . . . . . . TAKEOFF . . . . LANDING . . . . BURNOFF . . . .

Ability to track Block times and Flight Times, by noting the times and calculating the TOTAL data.
1. IN = Parked at gate. 2. OUT = Brakes released and being pushed back from gate. 3. TOTAL BLOCK TIMES = IN minus OUT time 4. ON = Landing gear touchdown. 5. OFF = Landing gear liftoff. 6. TOTAL FLIGHT TIMES = ON minus OFF. 7. TAKEOFF FUEL = fuel on board at takeoff 8. LANDING FUEL = fuel on board at landing 9. FUEL BURNOFF = TAKEOFF minus LANDING fuel.

Navlog Fuel Plan Headers and Explanations

FLT REL IFR LDS003[1] FUEL TIME [5] TAXI 000818 0010 [6] DEST EGLL 008396 0122 [7] RESV 003279 0045 [8] ALTN 001147 0015 [9] HOLD 001093 0015 [10] EXTRA 001457 0020 [11] TTL AT TO 015373 0257 [12] REQD 016191 0307

EKCH-04R/EGLL-27R[2] MACH 80[3] A/C B767-300 LEVEL-D [4] CORR TOGWT LDGWT AVG W/C [15] . . . [13] . 141418[14] 133021 P000 . . . . ELEV. 80 FT . . . . . . . [16]ALTN EGSS . DIST 34 . . . . . . . [17] . ZFW 126045 PAYLOAD 029500 [18] DIST 0560 . . . . . . . . ETD

DSC BIAS 0.0% [19] CLB BIAS 0.0% CRZ BIAS 2.4% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL [20] TOBI1S TOBIS UT502 DEGUL UN872 EEL UR1 PAM UL980 LOGAN LAM3A/0122
1. ATC Callsign or Flight Number 2. ICAO code Departure / Destination w Runway ID 3. Cruise Mach Number 4. Aircraft Type 5. Taxi fuel and time 6. Destination Fuel burn and time 7. Reserve Fuel and endurance time 8. Alternate Fuel and time 9. Hold fuel and time 10. Extra fuel and time 11. Total fuel planned at T/O (= Required Fuel - taxi fuel) 12. Required Fuel, sum of all above fuel amounts 13. Planned Takeoff Gross Weight (LBS or KGS) 14. Planned Landing Gross Weight 15. Avg. enroute wind (+ for Tailwind, - for Headwind) 16. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. Aircraft Zero Fuel Weight (empty weight + payload) 18. Total planned route distance from Dep to Dest. 19. Climb, Cruise, Descent performance factors. Adjust individual aircraft burn performance to accurately reect changes in performance based on aging engines and more drag. 20. ATC and Flight Plan Route.

Navlog Main Flight Plan Legs Data

TO NM AWY N5544.7/E1251.2 CH361 010 TOBI1A N5540.9/E1259.0 CH362 006 TOBI1A N5534.6/E1250.9 CH363 007 TOBI1A M/H M/C 039 040 129 129 218 218 FL TAS CLB 268 CLB 276 CLB 350

WIND ACTME ETA ATA 000000 268 00/02 00/02 .../... 000000 276 00/01 00/03 .../... 000000 350 00/01 00/04 .../... G/S ZT

ATC ACBO ABO REM AREM ESMM 0006/... 0146/... ESMM 0010/... 0143/... ESMM 0013/... 0140/...

1. TO data from last waypoint to current waypoint row. Three or ve letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. Latitude/Longitude of current waypoint. 3. ID for current waypoint (Navaid or Fix) & Navaid Freq. 4. NM nautical miles from previous to current waypoint. 5. AWY Airway ID from previous waypoint to current waypoint (SID, STAR, Airway). 6. M/H Magnetic Heading from previous to current wpt. 7. M/C Magnetic Course from previous to current wpt. 8. FL Flight Level or CLB/DSC (climb/descent). 9. TAS and G/S True Airspeed & Ground Speed.

10. ZT Segment time from previous to current wpt. 11. ACTME Accumulated time from DEP airport to current waypoint. 12. WIND Direction of Wind/Speed. 13. ETA/ATA Field to manually ll out Estimated Time of Arrival and Actual Time. 14. ATC Online ATC sector. 15. ACBO Accumulated fuel burn from DEP airport to current waypoint. 16. ABO Actual fuel burn, for manual tracking of fuel score. 17. REM Remaining Estimated Fuel on board at wpt. 18. AREM Actual Remaining Fuel on board at wpt.

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Overhead Panel <SHIFT><4>

Main Panel

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AFDS Mode Control Panel (MCP)

Pedestal <SHIFT><5>

FMC <SHIFT><6>

Consult the Level-D Simulations 767-300 Operating Manual for complete explanation of individual controls and systems.
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Resources Level-D Simulations

Level-D Simulations http://www.leveldsim.com Flight1 http://www.ight1.com/

LDS767 Specications
Extended-range, higher gross weight version; development began January 1985. As of February 20, 2005, 42 airlines had ordered 515 767-300ERs. 502 orders had been lled, with 13 orders unlled. Operating Empty Weight 197000 lbs 89545 kg Max Takeoff Weight 408000 lbs 185454 kg Max Zero Fuel Weight 288000 lbs 130909 kg Max Landing Weight 310000 lbs 140909 kg Max Fuel Weight 161740 lbs 73518 kg Max Cruise Altitude 43,100 feet Normal Speed (FL350) M0.80 (530m / 851k) Max Seating Capacity 350 Range: 6289m 10121km (Typical city pairs: Los Angeles/Frankfurt) Power Plant, Controls & Fuel Two high-bypass turbofans in pods, pylon-mounted on the wing leading-edges. Powered by two General Electric CF6-80C2 engines rated at 61,500 pounds of thrust per engine. Engine controls include the throttles, fuel cut-off switches, EEC switches, re handles, and the Thrust Rating Panel (TRP). The FMC contains performance information for the engines and co-ordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as VNAV climb, cruise and descent. Fuel in one integral tank in each wing, and in centre tank, with total capacity of 91,379 litres (24,140 US gallons; 20,100 Imp gallons). Refuelling point in port outer wing. From GE Currently certied on 11 widebody aircraft models and with 16 ratings, the CF6-80C2 has received FAA 180minute Extended Twin-engine Operations (ETOPS) for the A300, A310, and B767 aircraft, offering route structuring exibility and added economic benets. Dimensions Wing span Length Fuselage Height overall Tailplane span 47.57 m (156 ft 1 in) 54.94 m (180 ft 3 in) 53.67 m (176 ft 1 in) 15.85 m (52 ft 0 in) 18.62 m (61 ft 1 in)

Pilot Tools

Richard Stefans NavData http://www.navdata.at Copenhagen Kastrup Charts http://www.slv.dk/Dokumenter/dscgi/ds.py/View/Collection-344 Heathrow Charts (FREE REGISTRATION) http://www.ais.org.uk/ Scandinavian VACC (VATSIM) http://www.vaccsca.org/site/index.php United Kingdom (VATSIM) http://www.vatsim-uk.org

Programs

Microsoft FS2004 http://www.microsoft.com/games/ightsimulator/ FSBuild http://www.fsbuild.com FSUIPC http://www.schiratti.com/dowson.html

Books

Mike Rays 757/767 Simulator & Checkride http://www.utem.com Big Boeing FMC Guide http://www.fmcguide.com/

Online Networks

VATSIM http://vatsim.net IVAO http://www.ivao.org/hq/

767-300ER Important Dates First Order 03/03/87 (go ahead 07/21/84) Rollout 11/03/86 First Flight 12/09/86 Certication 01/20/88 First Delivery 02/19/88 In Service 03/03/88 First Airline in service American Airlines

LDS767 Tutorial Flight 003. Version 1.00. June 17, 2005 -35 -