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elcome to Level-Ds 767-300ER Flight #001 from Vancouver to San Francisco, brought to you by members of the beta team, and a couple of CVAers. We are not professional pilots: we are flightsimmers, just like you. Some of our technical advisors (real world 767 pilots) have read through this document, and they are satisified with the information we have provided. They arent going to let any of us fly their real 76 just yet, but they havent said no to our request for dead-heading for a week... (we wish).

CVA 767-300ER
Tutorial Flight
Aircraft
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 filled, with 13 orders unfilled. 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, fire 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 derated 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. Dimensions Wing span Length Fuselage Height overall Tailplane span

The purpose of this tutorial is to provide CVAers with general guidelines to effectively fly the Level-D 767. It is not the definitive guide: that document would encompass several thousand pages, and enlist the user to devote thousands of hours of study. It is important to note that no two airlines operate their aircraft in the same manner. Each airline adopts SOPs (standard operating procedures) for the aircraft in their fleet. While your airline may operate with different standards than those set forth, we have chosen to adopt a mix of standards to ensure the safe operation of the LDS767. This Tutorial includes: Pre-Flight, Flight Deck Prep., FMC Programming, Engine Start, Taxi, Take-off, Initial Climb & Cruise, Descent, Approach, Landing, Taxi, Shutdown, a Beta-bums Bonus Page, Checklist, Flight Plan, Charts, and the FAQ. Print this document and complete the sections in chronological order. Save a situation file after each completed section so that you may review any given tutorial section at a later date. Our flight will utilize the LDS767s Expanded Checklist included with the manual for its structure, and is intended as a step-by-step guide to assist the novice and intermediate LDS767 pilot. The Level-D 767 is a complex simulation. It will take you many hours to master all aspects of 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. Enjoy your flight from Vancouver to San Francisco: though CVAs schedule denotes a CLASS 2 aircraft for this routing, we trust that you will feel a great sense of satisfaction aboard Level-Ds 767 Flight001 Tutorial.

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)

Daryl Shuttleworth & Bill VanCaulart & Members of the LDS767 Beat Team

Fun Facts The 767 is the favorite airplane on Atlantic routes; it flies across the Atlantic more frequently than all other jetliners combined. If GE CF6-80C2B8F engines were attached to a typical automobile (or a 1992 Plymouth Voyager), at takeoff power the car would accelerate from zero to 60 mph (96.5 kph) in less than half a second. There are 3.1 million parts in a 767 provided by more than 800 suppliers. There are 117 miles (188 km) of wires in a 767-300ER.

Pre-Flight
In this section we will setup the files, program, aircraft, and simulator, so that we are all working with the same default settings. Please read and follow these directions carefully. The tutorial is based on these settings. 1. Create a Cold & Dark situation file called Cold&Dark. See FAQ included in this document for more information. 2.Check the CVA website to download the CVA LDS 767. Use the LDS Repaint Manager (on the Desktop) to install the livery into FS. 3. Open the LDS 767 Configuration Manager (default installed to your Desktop) and choose from these options: Virtual Cockpit Options > No Virtual Cockpit Basic Aircraft Configuration > Long Haul Flight Choose Cargo Load button and load approx. 48,200 lbs (21,907 KG) of Cargo / Passengers. Choose Passenger Load to return to the main screen and click on the minus button of the Propose Fuel menu to propose 35,000 lbs (15,876 KG) of fuel for the flight (we will manually load the fuel into the aircraft later, but 35,000 is close enough to get the trim setting for the flight). See FAQ included in this document for more information. Confirm & Note settings for later use in FMC ZFW approx. 245,200 (111,266 KG) %MAC 22% / 2.6 Max Gross Weight 280,202 (127,141 KG) Save Settings & Exit the Manager 4. Start Flight Simulator. To maximize the LDS767 experience, take the time now to set up the various FS & Level-D menu(s). A registered copy (version 4.66) of the FSUIPC module by Pete Dowson is not essential, but it will enhance the flying experience (http:// www.schirati.com/dowson.html). From the Flight Simulator start screen, choose: SETTINGS Sounds > 5. The panel should load with the engines running. Now, lets set the 767 to a Cold & Dark state. From the LEVEL-D menu, choose: PANEL > Import Panel data from Flight Available Flights > Choose Cold&Dark Import > OK The flight deck should be cold and dark. Not a whisper. Not a sound. Spooky quiet. Now, onto the next LEVEL-D menu, choose: SETTINGS > Realism & Carrier Options Carrier options Standard-style EADI Dual cue Flight Director Climb Thrust Derate Washout > None Confirm X AFDS automatic multi-channel X GPWS altitude callouts X EADI Displays A/T flag X Airspeed BUGS option Realism Confirm X Battery discharge X Electric load shedding X Engines damage X Realistic fuel feed Automatic door opening IRS position drift IRS needs position entry IRS real align duration X Autoland restrictions X Failures repaired by ground crew X FMC tunes ILS Load realism options with flights On the final LEVEL-D menu, choose: 50% 30% 50% 10% 80% 80% SETTINGS > Preferences X A/T inhibits manual throttle Level-D Panel Level-D Gauge Sounds > 50% Level-D Voices > 80% First Officer X F/O Active Voice: Bill (mook) X F/O handles gear X F/O handles flaps F/O resets MCP Crew Voices Captain: Daryl (who else right?) Ground: Dennis, Ian or John F/A: Jenny (Bills wife)
3

Engines Cockpit Environment Navigation Lessons ATC International > U.S. System

CREATE A FLIGHT Selected Aircraft > > Selected Airport > Fuel & Payload > Press Fly Now!

Level-D Simulations LDS DXT3 or 32bit CYVR, Vancouver Intl., Gate 32 35476 lbs (43%, 1%, 43%)

Flight Deck Preparation

Okay, lets get this bird powered up and ready to rock and roll. We will use the Normal Procedures & Checklist as our guide for this tutorial, which is written with the flow concept. It is available in the Level-D Simulations 767-300 Operating Manual. Before we get to the flow, our first 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... PreFlight Battery Switch .............................. ON Standby Power Selector .............. AUTO APU GEN switch ........................... Pushed IN Bus Tie Switches .......................... AUTO Utility Bus Switches ..................... ON GEN CONT Switches .................... Pushed IN External Power ............................. Establish
Press ON when AVAIL light illuminates and

Emergency Light Switch ............. Armed Passenger Oxygen Switch .......... Blank Ram Air Turbine Switch ............... Blank Ignition Switch ............................. Set
Set 1 for odd days, 2 for even days, and BOTH for cold weather operations.

Engine Start Selectors ................. AUTO Fuel Jettison Panel ...................... OFF
Switches blank and selector OFF.

Fuel Panel ..................................... Set

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

APU ................................................ START then ON You should have power now. Once the APU light turns to RUN, the external power can be safely disconnected. Its your call, Captain Level-D> Ground requests > Power Disconnection Position Light ............................... ON IRS Mode Selectors ...................... NAV
Real align time is ten minutes.

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

Check the proper fuel load and balance: CYVR-KSFO: Fuel 35476 lbs. Left 43%, Center 1%, Right 43%.

Engine and Wing Anti-Ice ............ OFF Exterior Lights .............................. As required
Position lights should be ON. All others OFF.

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

Cargo Heat .................................... OFF Window Heat ................................. ON HF Radio ....................................... OFF Passenger Signs .......................... As required.
Suggest: No Smoking ON Seatbelts OFF

Pressurization Panel .................... Set

Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2 for even days. Set auto rate at the detent position.

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

Recirc Fan Switches .................... ON

These switches are always left ON.

Pack Control Selectors ................ As required

If the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF.

EEC Switches ............................... ON

Check to make sure both switches are ON. These switches are always left ON

Isolation switches ........................ ON

Left and Right switch ON. Center switch guarded ON

Hydraulic Panel ............................ Check

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

Engine Bleed Switches ................ ON

These switches are always left ON.

Overhead Cautions ...................... Check

Check for normal indications (ex. Door lights).

APU Bleed Switch ........................ ON

Standard: These switches are always left ON. Alernate: APU should be running at least one minute, minimum, before turning the APU Bleed on.

HF Radio ....................................... OFF Battery Switch .............................. ON Standby Power Selector .............. AUTO Electrical Panel ............................. Check
All electrical switches should be pushed IN. Electrical switches are only turned OFF for abnormal conditions

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

Program the FMC with route and performance information.

APU ................................................ As required

Start the APU if necessary or establish external power.

Cockpit Voice Recorder Test

Listen for test tone. 4

Okay, time to get to the heart of the matter: crack open the FMC and lets get programming. NOTE: Read the following pages carefully. Take your time inputting the data.

Flight Managment System (FMS)

The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. It also provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consumption, and power settings. The FMS subsystems include: Two Flight Management Computers (FMC), a Control Display Unit (CDU), the AFDS MCP, and the EHSI. The FMCs provide for aircraft position calculation, performance management, and three dimensional navigation based on data input and information received from supporting systems. The CDU is the main pilot interface to access and control information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. The EHSI displays a map of information generated by the FMC.
Control Display Unit (CDU) The CDU is the main pilot interface for control of the Flight Management Computer. The CDU is often times referred to as the FMC since the FMC is not a visible component of the flight deck. Therefore, references to FMC data input in this text refer specifically to the use of the CDU. Due to space constraints, the CDU is located on a sub panel which can be displayed by pressing the FMC button on the main panel or by using the keyboard combination <shift><7>. When operating in the virtual cockpit, clicking on the CDU with the mouse brings up the FMC sub panel. The CDU consists of a CRT screen, line select keys (LSK), function keys (FK), 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 FKs 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.

Programming the FMC

The IDENT page is the starting point for the preflight of the FMC. The data listed on this page cannot be changed and is for reference only. Since many different models of 767s exist, it is important to confirm that the proper data has been loaded into the FMC. Check to be sure the MODEL, ENGINES, and NAV DATA fields are correct for the aircraft. To facilitate preflight data entry, the next page requiring data entry is prompted for at the 6R LSK on all INIT REF pages. Pressing the POS INIT> prompt at the 6R LSK calls up the POS INIT page without having to return to the index page. Press 6R LSK > New page displayed: POS INIT 1/1 Enter CYVR 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).
5

KA is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode, all computer keyboard entries are sent to the CDU scratchpad. This mode is helpful for entering multiple waypoints contained in a long flight plan. Press 2L LSK. CYVR is set as the REF AIRPORT. Theres no need to SET IRS POS as we have disabled that feature for the purposes of this tutorial. Press 6R LSK. The RTE 1 (1/2) page is displayed. Enter CYVR into the Scratchpad Press 1L LSK. (CYVR now set ORIGIN) Enter KSFO into the Scratchpad Press 1R LSK. (KSFO now set DEST) You can enter your callsign and flight number into the 2R & 3L LSKs if you wish. TIP: If you have saved the flightplan via FSBUILD, you can load your flightplan into the FMC by entering the file name into the scratchpad and then pressing 3R LSK (CYVRKSFO).

Press NEXT PAGE Function Key (FK) to enter our flight plan into the RTE1 (2/2) page: YVR J126 EUG J143 ENI.PYE1. Enter YVR into the Scratchpad Press 1R LSK (TO column) Enter J126 into the Scratchpad Press 2L LSK (VIA column) Enter EUG into the Scratchpad Press 2R LSK (TO column) Enter J143 into the Scratchpad Press 3L LSK (VIA column) I think you can see a pattern emerging. Go ahead and enter ENI (3R LSK) and PYE (4R LSK). And while were at it, lets manually enter the PYE.PYE1 waypoints (STINS, HADLY and OSI). Enter these waypoints using the R LSKs after the PYE.
KA VIA

Press 3L LSK (ZFW). The scratchpad entry of 245.2 will appear. The GR WT (280.7 or 121.7) will appear automatically at 1L LSK. Enter the Reserves of (6.6 or 3) into the Scratchpad Press 4L LSK (RESERVES). The scratchpad entry of (6.6 or 3) will transfer to 4L LSK. Enter the Cruise Altitude of 39,000 (390, FL390, or 39000) feet into the Scratchpad Press 1R LSK (CRZ ALT). The scratchpad entry of 390 will transfer to 1R LSK. Enter the Cost Index of 90, 80 or 70 into the Scratchpad Press 2R LSK (COST INDEX). The scratchpad entry of 90 will transfer to 2R LSK. Our performance initialisation is complete.
KA

PERF INIT

1/1 CRZ ALT

RTE 1

2/2 TO

1L LSK 2L LSK 3L LSK 4L LSK 6L LSK

GR WT

280.7
FUEL ZFW

COST INDEX

FL390 90

1R LSK 2R LSK 3R LSK

ENI PYE STINS HADLY OSI <RTE 2 ACTIVATE> Press 6R LSK to ACTIVATE the flight plan. The EXEC button will illuminate. Press EXEC Function Key (FK). The route is now entered into the FMC. Now, lets choose a departure runway Press DEP ARR Function Key (FK). The CYVR DEPARTURES page is displayed.

J143

35.5 CALC 245.2

RESERVES

6.6 <INDEX

STEP SIZE

ICAO

5R LSK 6R LSK

TAKEOFF>

KA

CYVR DEPARTURES1/2
RTE1 RUNWAYS

SIDS

-NONE-

08L 08R 12 <SEL> 26L 26R <INDEX ROUTE>

4R LSK

Press 4R LSK (26L). You can choose 08R as the departure runway if you are running an active weather program & the winds are 08 knots or more out of the east. But for our purposes, lets depart 26L. Press EXEC Function Key (FK). The departure runway is now entered into the FMC. 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) 245.2 (or 111.2 if youre using metric) into the Scratchpad.
6

Press 6R LSK (TAKEOFF>). TAKEOFF REF (1/2) page is displayed. We will now program the FMC for takeoff: temperature, winds, runway conditions, flaps settings, CG trim. Press NEXT PAGE (FK). TAKEOFF REF (2/2). 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 into the Scratchpad. Press 5R LSK. The scratchpad entry of XX will transfer to 5R LSK (REF OAT). Enter XXX/XX for winds into the Scratchpad. Press 3L LSK. The scratchpad entry of XXX/XX will transfer to 3L LSK (WIND). RWY WIND will be calculated and appear at 4L LSK Enter /W for Wet Runway (if applicable) into the Scratchpad. Press 5L LSK. The scratchpad entry of /W will transfer to 5L LSK (SLOPE/COND). Slope is not modelled.

TAKEOFF REF
WIND

2/2

ACCEL HT 1000 FT

3L LSK 4L LSK 5L LSK 6L LSK

260 /10KT
RWY WIND STD LIM TOGW

10KT H 0KTR
SLOPE/COND

408.0
REF OAT

4R LSK 5R LSK

U0.0/WET 15c <INDEX

Press PREV PAGE (FK). TAKEOFF REF (1/2) page is displayed. We will now enter our flaps settings and CG Trim. Enter 5 for your flaps settings into the Scratchpad. Press 1L LSK. The scratchpad entry of 5 will transfer to 1L LSK (FLAPS). Enter 22 for the %MAC setting into the Scratchpad. Press 3L LSK. The scratchpad entry of 22 will transfer to 3L LSK (CG TRIM). A trim setting of 2.6 (or 2.7) will autofill to the left of the entered data. We have completed the initial FMC setup. The Gross Weight, V-speeds, and Pre-Flight Complete message will autofill into the FMC. The TAKEOFF REF page should look like this: TAKEOFF REF
FLAPS 1/2 V1

Standby Engine Gauges .............. AUTO Autobrakes .................................... OFF EICAS ............................................ Check
Check CAS messages for abnormal indications. Check engine gauges for normal indications. Check STATUS page and then set lower EICAS screen to the ENGINE page.

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

These are preselect derates for CLB 1 or CLB2.

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

Check warning lights are off and that the indicator agrees with the flap handle.

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

Check selector set to NORM and ALTN not displayed in the LE or TE switches.

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

Check no amber lights illuminated. 5
THRUST

126
VR

- - c TO
CG TRIM

134
V2

22% 2.7
RWY/POS GR WT

143
TOGW

26L/ - - - - FT

280.9

- - -. -

PRE - FLT <INDEX COMPLETE>

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
Check that no handle is pulled or turned.

Press INIT REF (FK). Close the FMC. Lets continue with the checklist. 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 260 or 080. ALT Set as required: 7000 for the YVR3 DEP Disengage bar - UP Nav2 Radio Set manual frequency if required, otherwise set to AUTO

Cargo Fire Panel ........................... Normal Transponder ................................. Set

Set to desired code and leave turned OFF

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

Set knobs as required

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

Set to PARK or to required ILS frequency for departure

Aileron and Rudder Trim ............. Set 0 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, our departure time has arrived. The passengers are seated, baggage and cargo are loaded, and our load sheet has arrived (see Load Sheet, top p. 8). Its time to pushback. Cargo Heat Switches .................... ON Passenger Signs .......................... ON
Press the ALERT to notify the F/As that its time to go.

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

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

Choose the Level-D menu> Ground Request> Pushback. When the Pushback window appears: Set the Pushback to 70 meters, Turn to the Left 90, and enable Push & Start & Disconnect Interphone.

Warning Annunciators ................. Check

All should be off. 7

CYVR-KSFO Level-D Sims 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) 1848 9744 8568 8568 4175 5166 4998 3700 1491 lbs lbs lbs lbs lbs lbs lbs lbs lbs (838 kgs) (4420 kgs) (3886 kgs) (3886 kgs) (1894 kgs) (2343 kgs) (2267 kgs) (1678 kgs) (676 kgs)

Starting Engines
Announce Starting___Engine. .
The right engine is normally started first.

L or R Start Selector ..................... GND

Set the appropriate start selector to GND to begin the start sequence.

L or R Fuel Control Switch .......... RUN

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

At 50% N2, Confirm Start Selector AUTO

Zero Fuel Weight Proposed Takeoff Fuel Takeoff Weight Takeoff %MAC Takeoff Trim 245258 lbs (111248 kgs) 35000 lbs (15876 kgs) 280258 lbs (127124 kgs) 22% 2.6

Confirm start selector returns to AUTO.

Repeat procedure for remaining engine

After Starting Engines

Generator Lights .......................... Confirm OFF APU Switch ................................... OFF Engine Anti-Ice ............................. As required
Use if temp below 10C & visible moisture observed.

This text file is created each time you use the Configuration Manager. It is entitled 767LoadSheet.txt and is located within the LVLD Aircraft folder.

Begin Before Starting Engines Checklist while you carry out the calls from the ground crew (Set brakes, Release brakes). The Starting Engines Checklist can begin as soon as the ground crew call Clear to start engines.

Isolation Switches (L and R) ....... CLOSED Pack Switches .............................. AUTO Autobrake Selector ...................... RTO EICAS ............................................ RECALL & CHECK
Check for appropriate CAS messages and engine indications. There should be no messages displayed in normal operations.

Before Starting Engines

EICAS Messages .......................... CANCEL Hydraulic Panel ............................ ON and AUTO
Turn ON primary electric pumps and set all demand pumps to AUTO.

Ground Equipment ...................... Disconnect

Ensure ground connections are clear.

Runway Turn-off Lights ............... ON Nose Wheel Landing Lights ........ ON Okay, its time to taxi via Golf, Hotel, & Delta & hold short runway 26L (Consult the CYVR taxi chart). BONUS: see Mike Rays TAXI TIPS on page 17!

Fuel Panel ..................................... Set

Turn ON fuel pumps in all tanks with fuel.

Red Anti-collision Lights ............. ON Pack Switches .............................. OFF Stabilizer Trim ............................... 2.7 / 2.6 units
Confirm green band. Use the mouse to nudge the stab trim setting to the 2.7 range.

Before Takeoff
Flaps .............................................. Set for Takeoff
Set 5 or 15.

Flight Controls ............................. Check

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

Flight Attendants .......................... Notify During the taxi to the active runway, set the final 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. It should be near 279.7 (127.1 kg). Press 5R LSK. The scratchpad entry will now be set as TOGW. TAKEOFF REF
FLAPS 1/2 V1

Takeoff Briefing ............................ Accomplish

Verify performance and navigation data in the FMC and brief the takeoff procedure. See example briefing page 18.

Our briefing: Runway heading of 260 then a left turn through 4000 feet to intercept the J126 off the YVR VOR.The SID dictates a climb to 7000, but with no ATC, set 39000 in the MCP ALT. If an engine fails after Vr, we will continue to 4000, then make a left turn heading of 080 for downwind 26R approach. BE PREPARED: Manually set the ILS Freq on the PEDESTAL for Runway 26R (110.55 OBS 260).

5
THRUST

126
VR

- - c TO
CG TRIM

134
V2

22% 2.7
RWY/POS GR WT

143
TOGW

26L/ - - - - FT

279.7

279.7

PRE - FLT <INDEX COMPLETE> 8

Takeoff
NOTE: Arm the Autothrottle & turn on the Anti-collision Lights before entering the runway. When lining up do not waste runway length. Dont worry about not being properly lined up on the runway centreline. Correct this during the takeoff roll. A/T ................................................. Arm Exterior Lights .............................. Set
Turn on landing lights and anti-collision lights.

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.

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

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

If the departure is complicated, you could assist the aircraft by flying the first 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.

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

Smoothly advance the throttles to approximately 6070% N1, and allow the engines to stabilize.

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

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.

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 flaps Vref30+20 ............................ 5 Vref30+40 ............................ 1 Vref30+60 ............................ UP
When flaps 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 flaps are UP, move the gear lever to the OFF position to depressurize the landing gear hydraulics.

Verify 80 knots
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 high-speed 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 unflyable 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.

Climb thrust
Verify set to CLB, CLB1 or CLB2 as desired.

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

Open the FMC. Press LEGS (FK). Press 1L LSK for YVR. YVR will be entered into the scratchpad. Press 1L LSK. The scratchpad entry will be updated in the FMC. Press EXEC (FK). Press VNAV, LNAV and C CMD on the MCP. The aircraft should start a left turn direct to the YVR VOR. Select 39000 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 flight plan. ACT RTE 1 LEGS
YVR
6NM 5NM 6NM 9NM 107NM
1/3

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 profile, but if you accelerate past the desired target speed, do not
9 YVR2

319/11076 319/14381 319/FL181 319/FL229

YVR11 YVR20

.809/390 OLM <RTE 2 LEGS RTE DATA>

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. On this tutorial flight were assuming that no climb derates are used, so the climb will be rather brisk. If conditions permit, during the climb out, you can select the Seat Belt sign to AUTO to release the cabin. After passing the 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. 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 flight 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. Dont worry about the ATC noticing possible little errors you make in this most heated phase of the flight. Just concentrate on getting the aircraft safely away from the airport within the published boundaries of the departure. Above all: FLY THE AIRCRAFT.

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 traffic 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. NOTE: Look out the window and enjoy the view! Fuel Panel
Monitor balance and turn off Center Fuel Pumps when center tank is empty.

Climb and Cruise

Above 10,000 feet Landing lights .............................. OFF Above 18,000 feet (or transition altitude) Set altimeters ................................ 29.92 The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated flying. 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 flight. 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. Some important activities for the cruise phase are: Make periodic observations on the fuel consumption of the aircraft, and compare the figures you see to the numbers on your flight 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. Yes, 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 flight, in case something goes wrong. There can be many kinds of unexpected events that will force
10

Coffee & Muffin Corner

Im almost positive that our LDS767 Technical Advisors: David Barrington (B767 Captain), Eric Ernst (B767 First Officer), Joe Panford (B767 Captain) and Sean Trestrail (B767/A330 Captain) dont get a lot of time to kick back and read the newspaper at FL390. Sure, those eight to 11 hour flights provide the time to enjoy a few cups of java, perhaps ponder the imponderables, complete a few crosswords... but for todays short hop into San Francisco the guys barely have time to swallow a cup o joe, choke back a stale muffin, and read the funny papers before its time to plan the arrival. So, yes, enjoy the view, a beverage and a brioche, but remember youve got a job to do. Stay ahead of the aircraft and plan the descent and approach well before the aircraft reaches the TOD (top of descent).

The FMC (Part II): Runway 28R

We will land on Runway 28R at San Francisco via the Point Reyes One Arrival (See PYE.PYE1 Chart). If you are using an active weather program and the winds are above 07kts, the 28s 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 28R (See ILS RWY 28R Chart).
KA

We have completed the setup of the arrival runway. If we were online on VATSIM or another online network, there is a very good 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 flight. Open the FMC. PROGRESS
TO DTG ETA 1/2 FUEL

DEP/ARR INDEX
RTE 1 (ACT)

<DEP

CYVR KSFO

ARR> ARR>

- - - - - - - - - - -RTE 1 (ACT) - - - - - - - - -

-------------------- ---------

DEP <---

OTHER

ARR --->

UBG
NEXT

10 83 527

2315z 2324z 0030z

25.3 23.9 16.1 NONE

EUG
DEST

KSFO

Press 6L LSK (INDEX). DEP/ARR INDEX page displays. Press 3R LSK (KSFO ARR). KSFO ARRIVALS (1/2) page will be displayed. Press NEXT PAGE (FK). Press 4R LSK (28R). The runway will be selected, and a runway extension option will be displayed. Enter the number 12 into the scratchpad. Press 3R LSK to enter the scratchpad entry to RWY EXT. Press EXEC (FK) to execute the arrival runway. Now that our arrival runway is set, we need to close a discontinuity that has occurred in our route.

ECON SPD

TO STEP CLIMB

.809

POS REF > < POS REPORT

Press PROG (FK). PROGRESS (1/2) page will be displayed. Note the estimated fuel for your destination. Compare those figures to the flight plan. PROGRESS
T/WIND WIND 2/2 X/WIND

15KT
XTRK ERROR

307/31

R 28KT
SAT

R0.0 NM
TAS

KSFO ARRIVALS

2/2

463KT
LEFT FUEL USED

-59C
RIGHT

RUNWAYS

<SEL> 28R
RWY EXT NM

L 6.1
TOTALIZER

12.3
FUEL QTY

R 6.2
CALCULATED

12.0

23.6

23.1

<INDEX ROUTE>

Press LEGS (FK). ACT RTE1 LEGS (1/3) page will be displayed. Press NEXT PAGE (FK) until runway extension waypoint (RX28R) is visible on the ACT RTE1 LEGS page. Press the appropriate LSK to place RX28R into the scratchpad. Press the appropriate LSK to close the discontinuity (The discontinuity will appear as 5 empty squares). Press EXEC Function Key.

Press NEXT PAGE (FK). PROGRESS (2/2) page will be displayed. Note the information displayed and compare those figures to your flight plan. Make notes on your flight 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 Oooops. Just ask the Gimli Glider guys how much fun that is. Continue to monitor the aircraft systems. Examine the information the various FMC pages offer. Lets look at the VNAV pages...
11

Press VNAV (FK). The ACT ECON CRZ (2/3) page will be displayed. On this page, you can view your commanded flight 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 flight levels. You can manually change your flight 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. ACT ECON CRZ
CRZ ALT 2/3

Rotate the Display control on the EHSI panel from MAP to PLAN. PLAN MODE will display a true north oriented map of the current FMC route on the EHSI. The FMC LEGS page displays <STEP> to cycle through and display each waypoint in the route. Press LEGS (FK) on the FMC. Rotate the Range Control (EHSI panel) to 40nm. Press 6R LSK <STEP> and verify that the waypoints for our arrival are contiguous, and as planned. The EHSI will display the routing as you press on the 6R LSK <STEP>. Check and verify the route.

STEP TO NONE

FL390
ECON SPD

430

FMC Workout (Part III): The Arrival

There are no crossing speeds or altitudes on the PYE.PYE1, but OAK ARTCC will usually command aircraft to cross STINS waypoint at 250 knots and 11000. So, lets input some crossing restrictions, and add a waypoint for the intercept. Press LEGS (FK). The ACT RTE 1 LEGS (1/2) page will be displayed. Enter 250/11000 into the Scratchpad. Press R LSK adjacent to the STINS waypoint. Enter 7000 into the Scratchpad. Press R LSK adjacent to the HADLY waypoint. Enter MENLO into the Scratchpad. Press L LSK below the OSI waypoint. A discontinuity will appear. To close the disco: Press the L LSK next to RX28R. Press the L LSK next to the discontinuity. The discontinuity will be closed. Press EXEC (FK). 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).

.810
TAS KSFO ETA/FUEL

463KT
STEP OPT

0030z/16.1
MAX

ICAO

FL384 FL428 ENG OUT> <ECON LRC>

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: Enter 240/ 10000 into the scratchpad, and press 4L LSK to set the Speed Restriction. The SPD TRANS will be removed and the SPD RESTRC will be set. ACT ECON DES
E/D AT 3/3 AT 28R

RW28R
ECON SPD

0013

.810/311
SPD TRANS

240/10000
SPD RESTR

--- / ---- DES NOW>

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. FUTURE TIP: Set a lower altitude on the MCP. Press 6R (DES NOW>) and the EXEC (FK) will illuminate. Press EXEC. The aircraft will begin an immediate descent to the MCP commanded altitude. Right, its time to get ready for the descent and arrival into San Francisky (For Second City TV fans: Didja drive or didja flew?). We need to check that our route is correct, so lets verify that weve set up the FMC correctly.
12

NOTE: Stay ahead of the aircraft. For this tutorial we are planning our arrival & runway BEFORE the descent. If you fly 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.

Planning the MAP (Missed Approach)

You must program the MISSED APPROACH for each and every arrival runway. When your aircraft is descending on the ILS at 160 knots and another aircraft enters the active runway, you will be glad that you planned a missed approach. See Go Around Procedure page 18. Review the ILS28R chart included: the MAP is OLYMM at 3000 and hold on the 280 radial, right turns. Press the LEGS (FK). The ACT RTE 1 LEGS (1/1) page will be displayed. Press NEXT PAGE (FK) until RW28R appears. Enter OLYMM into the scratchpad. Press L LSK below RW28R. OLYMM will be entered into the FMC. The EXEC (FK) will light. Enter 3000 into the scratchpad. Press the R LSK adjacent to the OLYMM waypoint. Press EXEC (FK) to execute the missed approach.

Lets confirm and review our amended routing 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 20nm. Press 6R LSK <STEP> and verify that the waypoints for our amended arrival are contiguous, and as planned. Check the route on the EHSI. Verify the route. Make changes if there are any errors.

Lets program the HOLD at OLYMM. Press HOLD (FK). An entry box will appear at 6L LSK. Press 5L LSK (OLYMM). OLYMM will be entered into the scratchpad. Press 6L LSK (entry box). OLYMM will be transferred from the scratchpad to the entry box. The MOD RTE 1 HOLD (1/1) page will be displayed. Enter 280 into the scratchpad. Press 3L LSK. 280 will be entered into the INBD CRS/ DIR column. Press EXEC (FK). The aircraft be should nearing the TOD (top of descent)... so without further adieu, lets get serious and drop this aircraft into San Francisco where we can enjoy some of the sights and sounds of the Bay area. BTW, the company just sent you your next flight plan: KSFO SFO8 RBL J1 SEA PAE ACORD7 CYVR. Enjoy Frisco, baby: you have one hour to turn the aircraft around as Flight #002, San Francisco to Vancouver.

13

Descent
Below 18,000 feet (or transition altitude) Set local altimeter Below 10,000 feet Landing Wing Lights ................... ON Verify FMC arrival and approach
Program arrival and approach fixes as required.

Autobrakes .................................... As required

Set 1 through MAX AUTO as appropriate. The use of autobrakes is at pilot discretion.

Approach briefing ........................ Complete

Review, discuss, evaluate, and confirm all aspects of the impending arrival. That means planningthe procedure for go-around and/or missed approach; final speed & flaps/setting; other pertinent information that you and your crew will need to make a safe landing.

Weve already done this, but if you are flying online, and ATC wants you on Runway 28L, make the changes, or request the right side. Flight Instruments and Radios ... Set
Set, tune and identify instruments and radios required for an instrument approach.

Alright, the EHSI displays that the TOD begins in 20nm. Time to ease the aircraft down to 11000 at STINS. It is understood that the aircraft is currently configured with VNAV, LNAV and C CMD engaged. Dial 11000 in the Altitude Target Window in the MCP. When the aircraft reaches TOD it will automatically descend to the targeted MCP altitude. Or, If you wish to descend before the calculated TOD... Press VNAV (FK). ACT RTE LEGS 1 page will be displayed. Press NEXT PAGE (FK) until DES NOW> appears at the CDUs 6R LSK. Press 6R LSK. Press EXEC (FK). The aircraft will descend to the targeted MCP altitude.

Airspeed Bugs .............................. Set

Set speed bugs for landing (use automatic bug speed mouse click area for easy setting).

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

APPROACH REF
GROSS WT FLAPS

1/1 VREF

268.8

20 25 30

140KT 135KT 131KT

FLAP/SPEED

KSFO

11879FT 3618M
ILS 28R

--- / ----FRONT COURSE

111.70 283 <INDEX

Press 3R LSK (30 131KT) (VREF). The flap/speed setting 30131 will be entered in the scratchpad. Press 4R LSK (---/---)(FLAP/SPEED). The scratchpad entry (30/131) will be set. 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 field. Flaps 25 and 30 are normal flap 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 flap/ speed combination. Entries in this data field have no effect on other performance data.)
14

As we get closer to the STINS waypoint, watch the airspeed. If it looks likes the the aircraft may miss 250 knots at STINS, stick out the Speedbrakes <SHIFT+/> to slow the 767 down.

Speedbrakes, please
Mike Ray, in his amazing Boeing 757-767 Simulator & Checkride Procedures Manual (now available from Flight1 and at http://utem.com), states: This is a very clean airplane; as a result, getting it to come down-slow down is difficult. Consider the Speedbrake to be a PRIMARY FLIGHT CONTROL and using it is desirable. This airplane WILL NOT descend on a normal glideslope at 250kts without using the speedbrake.

Once the aircraft is in level flight at STINS waypoint (250 at 11000), change the flight mode from VNAV to FLCH. Dial 5000 into the MCPs Altitude Target Window. Press the MCP FL CH button. The FL CH button will light. The MCPs IAS/MACH Window will display 250 (approx). 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 fly the aircraft toward the altitude selected in the MCP ALT window at the selected speed. Changing the IAS/MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. If a climb is required, the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. If a descent is required, the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down to maintain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent.

The graphic representation depicted above is what you may be seeing as the aircraft descends through 8000. The graphic below outlines some of the Controls and Modes that will be utilized during the next phase of flight.

15

Allow the aircraft to settle at 220 kts and 5000. Make sure your Speedbrakes are retracted <SHIFT+/>. Dial 2500 into the MCP Altitude Target Window. Dial 180 into the MCP Speed Window. Press the MCP FLCH button. The aircraft will begin to descend to 2500 while slowing to 180 knots. After the aircraft crosses MENLO, Press the MCP LOC mode button. The AFDS has now been set to intercept the Localizer freq (111.70) for runway 28R. The aircraft should be approximately 12 miles back of the threshhold. Once the aircraft starts the turn to the 28R inbound course of 283, Press the MCP APP button. The AFDS is now configured to follow the ILS on its vertical glideslope path. Monitor your airspeed, and extend the flaps (if the F/O is disabled) as per the Flaps schedule. Once fully established on the glideslope, reset the MCP ALT Window 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. Alternatively, (why not, the wx is great!) disconnect the autopilot and hand fly her home.

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

On downwind
Set flaps 5 and speed 180.

Glideslope alive or 1500 RA

Gear DOWN and Flaps 20.

Speed brakes ................................ ARMED Glideslope capture or 1000 RA

Set flaps for landing (25 or 30). Landing flaps 30 is normal. Set speed to Vapproach.

Set Missed Approach altitude

Dial altitude into MCP ALT window.

Monitor approach progress

At DA (instrument approach) or 500 feet, announce LANDING. If unable to land, execute a go-around (Procedure page 18).

Touchdown
Verify spoiler deployment and decelerate using reversers and brakes. Disconnect autopilot and autobrakes prior to turning off the runway.

The aircraft 12.3 miles from touchdown and is established on the LOC, just above the glideslope. EHSI is in ILS Mode 16

After Landing
NOTE: At 80 knots reduce reverse thrust so as to be at idle thrust by 60 knots. Exterior Lights .............................. As required
Runway turn-off lights & white anti-collision lights ON.

Shutdown
Parking Brake ............................... SET APU or External Power ................ Establish
Verify APU is running or request/select external power.

Engine Anti-Ice Switches ............. OFF Isolation Switches (L and R) ....... ON

This permits the APU to supply air to both packs.

Flight Director Switches .............. OFF Autobrakes .................................... OFF Speed brakes ................................ DOWN Stab Trim ....................................... 4 units Flaps .............................................. UP Transponder ................................. OFF APU ................................................ As required
Start the APU prior to gate arrival if external power is not available.

Fuel Control Switches ................. CUT OFF Seat Belt Sign ............................... OFF Hydraulic Panel ............................ Set
Turn OFF Primary electric pumps and all demand pumps. Primary engine pumps are left ON.

Fuel Pump Switches .................... OFF Red Anti-Collision lights ............. OFF Were not planning on staying long at KSFO, so theres no need to do a complete shutdown. But, that checklist has been included for future reference. We hope youve enjoyed Flight 001 aboard LDSs 767300ER. It has been a lot of fun (and too many hours at the keyboard) putting this together. Thanks for flying with us. Stay tuned. We look forward to producing in depth tutorials and modules for the next LDS offering: the 757. Keep the blue side up.

Heres a listing of airline specific gates at KSFO (http:// www.flysfo.com/airlines/airlines/index.asp) to dump the passengers and reload for the return flight to Vancouver. Choose the appropriate gate for your carrier. Mike Rays Boeing 75-767 Simulator Procedures offerS this guide to TAXI TIPS... AIRCRAFT TAXI SPEED GUIDELINES
(Use ADI for ground-speed readout)

STRAIGHT AHEAD ....................... 25 KTS TURNS UP TO 45 ........................ 25 KTS TURNS GREATER THAN 45 ....... 10 KTS DURING LANDING ROLL: HIGH SPEED TURNOFF ............... 60 KTS SNOW & CLUTTER (On Departure) Even though the air may be clear; snow and clutter on the taxiways and ramp may be ingested and could cause engine and airframe icing problems. DO NOT LOWER FLAPS. The reasoning here is that some ice or stuff can get lodged in the tracks and cracks and when you raise the flaps, they could compress the ice and become jammed or non-functioning. So... GUESS WHAT! IF... you lower the flaps during taxi out on taxiway with ice, snow, clutter, etc. THEN... After takeoff when you raise the flaps, you MAY HAVE A FLAP PROBLEM.

The LDS767 Beta 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
Deselect external power or turn off the APU.

Standby Power Selector .............. OFF Battery Switch .............................. OFF

LDS767 Tutorial Flight 001. Version 1.00. March 15, 2005.

Resources
Vancouver Charts: San Francisco Charts: SimRoutes: FSBuild: Mike Ray 75/76 Sim: Level-D Simulations: http://www.czvr.ca/czvr/airports/fields.aspx?icao=cyvr http://www.zoaatc.com/airports/ksfo.html
http://www.SimRoutes.com

http://www.fsbuild.com http://www.utem.com http://www.leveldsim.com

17

Beta -bums Bonus Page

Go Around Procedure
Advance thrust levers to full thrust, rotate nose up ....................................................... FLAPS 20
Verify rotation to go-around attitude and thrust increases

Non-Normal Emergency / Diversion

A diversion is a flight to any airport which is not the destination or alternate originally designated in the dispatch release. The airport to which such a flight 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 final 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 flight plan information may be required and should be to hand when requesting this clearance: 1. Diversion airport 2. Route of flight 3. Altitude 4. Estimated time en route 5. Endurance (hours and minutes) 6. Notifying cabin crew and passengers.

After positive rate of climb established ....................................................... GEAR UP

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

Select LNAV mode At flap retraction altitude, set speed to VREF + 80 knots .............................................. CLIMB THRUST CLB thrust mode .......................... SELECT FLAPS ........................... __flap retraction schedule
Position flap lever as required.

Verify missed approach route being tracked and missed approach altitude captured. Call After Takeoff Checklist Accomplish After Takeoff Checklist

Captains Briefing
Here is the Before Start briefing example (Captain is Pilot Flying). CAPTAIN starts briefing 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 flight. Review of the RATS R : reduction altitude A : acceleration altitude T : transition altitude S : safety altitude (in 100 NM range) 18

Emergency Descent
AUTOTHROTTLE ................................ AS DESIRED THROTTLES ........................................ CLOSE SPOILER HANDLE .............................. FULL AFT NO SMOKING AND SEAT BELT SIGNON 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 verified. 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

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

WEIGHT IN LBS

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

WEIGHT IN KGS

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION

Frequently Asked Questions

I have Win 98/ME can I use the Level-D Sim 767?
No the LDS767 is NOT compatible with windows 98.

What are all those switches for on the overhead? L C R L R?

Those are the SECAL code selector they are not simulated in the sim.

What should my Trim rate be set at in the FS controls assignments window?

The trim rate in the LDS 767 has been configured with custom gauges to operate as close to reality as possible to ensure the trim is configured correctly repeat rate should be set at 50% for proper operation of the Stabilizer Trim.

I hear a high pitch siren sound when I shut down the APU?
The tone is from the IRS, as you have disconnected the AC power when shutting down the APU. To cancel the sound, switch the all three IRS on the overhead panel from NAV to OFF, or restore GRND or APU power.

How do I load a Cold and Dark flight?

Load the LDS-767, From the LEVED-D menu select PANEL>IMPORT PANEL DATA FROM A FLIGHT, Select the Demo Flight Parked at Seattle, press import and OK.

I switch the APU to start but it doesnt seem to be turning on?

The APU start time has been modeled to take between 1 to 2 mins to start. So please wait as the start time is now realistic, wait and within two mins the RUN indication will tell you that the APU is available.

Can I import FS9 flight plans into the FMC?

No the LDS-767 cannot import FS9/GPS flight plans.

Can I use the old Flight plan format from the 2000/ 2002 version in the new Level-D?
Yes the old Flight Plan format can be used in the LVDD 767. FPs built with FSbuild will work as well. Save Them In your RootFS9/Level-D Simulations/Navdata/ Flightplans.

When I tune the HF radios on the Overhead I only hear static?

HF is not simulated in FS. The static is simulating the static heard when no transmission are being made on the HF frequencies. The only frequencies that do not have static are 5.000, 10.000 and 15.000. These frequencies broadcast a clock tone. The HF radios are Non functional. To help with realism you can play the real Atlantic Oceanic during you flight at LiveATC.net.

Can I import the older SIDs and STARs from the previous version of the 767?
No, the LVD767 uses and new XML format for the nav data, the older data cannot be imported into LVD767. Old PIC767 procedures are no longer compatible due to a new file format that was implemented for better performance.

What is the Airspeed BUGS option? In the Level-D menu mean?

This will change the airspeed bugs setup on the Airspeed Indicator after you have programmed the FMC for TO & Landing the two options are (following is from the manual) On the ground (for Takeoff): Checked: V1, VR, V2 (MCP bug), Vref30+40, Vref30+80. Un-Checked: V1, V2 (MCP bug), Vref30+20, Vref30+40, Vref30+60, Vref30+80. In flight (for Landing): Checked: Vref30, Vref30+40 Vref30+80. Un-Checked: Vref30, Vref30+20, Vref30+40, Vref30+60, Vref30+80 See pages 12 and 65 of the Level-D manual.

Are there any re-paints for the Level-767 model?

Many liveries are available as free downloads from http://www.leveldsim.com/files/repaints/ shortly after the release, as well as a paint kit.

How do I turn off morse code sounds when I load the panel?
The selectors are on because they are selected on your default flight. On the Pedestal is the Audio control panel, click on the VOR, ILS and ADF selectors so the arrow are pointed down and not illuminated. See pg157 of the manual for instruction on the Audio Panel.

Why does the flap indicator jump from 0 to flap1, is it broken ?

This is the way it works in real life due to sensor construction / operation you will not see the indication report mid travel position on flaps 0 to 1, this is modeled as it is in real life.

Why doesnt AutoLand arm automatically?

It will only arm automatically if you have AFDS automatic multi-channel selected in the Level-D menu Carrier and realism setting, If not you have to arm the left, center and right A/P manually before the AFDS system will active for an Autoland.

Why cant I tune the ILS in NAV1 on the glareshield anymore?

ILS is now modeled as it is in the real plane. To tune the ILS use the separate ILS receiver box on the pedestal. You cannot tune ILS frequencies in the real aircrafts NAV receiver either; it will only accept valid VOR frequencies. It can also be tuned automatically by the FMC by selecting the FMC tunes ILS in the Realism & carrier options under the Level-D menu. (Note you must select the arrival rwy in the FMC for this option to work).

Where is the load manager located?

After the install there should be a 767-300 load manager short cut on your desktop. If it is not there look in START > Programs > Flight1> Level-D simulations menu.

How do I find the CofG for the FMC take-off page to get my Take off trim setting?
In the load manager there is a section to input the estimated fuel load. Use the + or buttons to adjust the amount f fuel you have or will have on board. And below it will tell you what your center of Gravity is for input into the FMC. You can also enter the CG in the FMC Takeoff page. This will provide the takeoff trim setting.

I dont have any failures set but I get a cargo overheat warning?
When flying out of airports with higher temperatures the cargo heat is not needed. So shut off the cargo heat switches on the overhead.

Why arent the MCP mode lights not extinguishing even if I turn off my flight director?
If the first officer side F/D is still ON, this is what youll see. Turn both flight directors off to disable all MCP modes.

The strobes lights do not turn on unless the position lights are on?
This is not a bug. Due to limitations in G-max the position lights are tied to strobes. The only way to get the lights to work independently would have been to remove the flexing wings feature.

Why is the TAI indication green all the time ?

This is correct behaviour for the aircraft modeled.

The FMC will not Accept a higher ZFW amount that is from the load manager?
Reduce your fuel amount to the proper amount needed for the flight.

How do I get my Aerosoft MCP to work with the LVD-767?

First you must ensure you are using the latest firmware version 2.2, if not follow the update details carefully here www.mcp747.com/ . In the FS9\Level-D Simulations\Level-D SDK\ folder you will find a file called LVLDSDK.dll you must COPY this file to your into the Aerosofts directory (the directory where 747mcp.exe is). As well as move the Aerosofts MCP Interface (v2.4b) file 747mcp.exe found in the FS9\Level-D Simulations\Level-D SDK\ folder and put the EXE in your main Aerosoft install folder overwriting the original.

Where do I save FPs built with FSbuild?

Save Them In your RootFS9/Level-D Simulations/ Navdata/Flightplans.

EGT, Oil Temperature, and FF Values are blank all blank in the EICAS?
You changed the assigned name of the Level-D folder in the FS9/Aircraft folder. Change the name back to LVLD_B767. Some of the code depends on the exact path name for the aircraft folder so if you change that it will not be able to find the flight model file and you will see the above problems occur.

I cannot seem to disarm the autobrake with my rudder pedals.

During the beta test some testers was unable to disarm the autobrakes with their rudder pedals. If you encounter this problem tap your assigned brake button on the yoke/stick or the keyboard. Alternately you can disarm the brakes by moving the throttles forward and back. There has also been reported issues with FSUIPC v 3.45 (shipped with the release) and LDS-767 brake operation, if you find this happening download the newest version of FSUIPC http://www.schiratti.com/ dowson.html .

Quick tips keep coming up even though I uncheck the show quick tips box?
Open Flight Simulator 9\Level-D Simulations\B767-300 and look for the 767-300.ini find the following value TIP_AT_STARTUP= and change the value to say TIP_AT_STARTUP=0 .

How do I start Cold&Dark?

Start FS and got to the Create a Flight menu Select an LDS aircraft, location and Fuel/Cargo Click Fly now Once the aircraft has loaded, select the Level-D menu Select Panel > Import Select the Seattle flight Select Import & then select OK

What is the Temp Sel knob for on the TRP (Thrust rating panel)?
The temperature selector allows you to manually set the De-rated TO temperature. By dialing the knob you will get the assumed temperature rating displayed on the EICAS- The assumed temperature selector functions only with TO, TO 1 or TO 2 mode displayed. to a max of 25% de-rated thrust.. this operation is used on Take off only.

Why doesnt the Configuration Manager SET my fuel load when I load the aircraft for a flight?
The proposed amount will NOT be placed into the aircraft.cfg file - you will still have to manually load the fuel once flightsim loads. NOTE: Adjusting the fuel load will set a %MAC and CG number for TO trim and allows proper weight/balance calculations. This number must be entered into the FMC TAKEOFF page for TRIM settings to work properly.

I get a Black screen when I load up the Level-D 767 in full screen mode?
Check to see if your are using any OMEGA drivers, there are known issues with Level-D 767 and some builds of the omega drivers. Please install the proper drivers direct from Nvidia or ATI.

My aircraft is very difficult to control. Hand flying is almost impossible. Whats going on?
Delete and/or rename your FSUIPC.INI file in your FS9/ modules folder and let it generate a default one. (DO NOT Delete FSUIPC.DLL).

I cannot select the hidden click spot on the Airspeed indicator to set the bugs in the VC.
The click spot to set the Bugs in the VC gauge is not available, please set the bug in the 2d and return to the VC and they will be set.

First digit in the transponder will not accept 0 as an entry?

Just enter the non-zero digits, the leading zero will fall into place.