757-767 Study Guide 11-22-14

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Take care, fly safe,
Craig McColaugh, 777/FO/MIA
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ordering information please see the last page of the study guide.
South America 1 / 2
7/17/2014
Caribbean / Mexico
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757 / 767 STUDY GUIDE REVISION 11-22-2014

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757 / 767 MEMORY ITEMS

CABIN ALTITUDE OR RAPID
DEPRESSURIZATION
Messages: CABIN ALTITUDE
Condition: A cabin altitude exceedance occurs.
- DON THE OXYGEN MASKS

- ESTABLISH CREW COMMUNICATIONS
- CHECK THE CABIN ALTITUDE AND RATE
- IF THE CABIN ALTITUDE IS
UNCONTROLLABLE:
- PASS OXY SWITCH PUSH AND HOLD FOR 1
SECOND
- WITHOUT DELAY, DESCEND TO THE LOWEST
SAFE ALTITUDE OR 10,000 FEET, WHICHEVER
IS HIGHER.
-- TO DESCEND:
--- MOVE THE THRUST LEVERS TO IDLE
--- EXTEND THE SPEEDBRAKES
--- IF STRUCTURAL INTEGRITY IS IN DOUBT,
LIMIT AIRSPEED AND AVOID HIGH
MANEUVERING LOADS.
--- DESCEND AT VMO / MMO
AIRSPEED UNRELIABLE
OPTIMUM GLIDE SPEEDS (Varies by weight):
Condition: The airspeed or Mach indications are

suspected to be unreliable. (Items which may indicate
Airspeed Unreliable are listed in QRH, Airspeed
Unreliable Supplemental Information Section, pg 10.7)
Objective: Maintain control using manual pitch and
thrust.
- 757: 203 kts 246 kts (Approx. Vref+80)

- 767: 203 kts 276 kts (Approx. Vref+80)
Dual engine failure at low altitude: you can glide approx
2 miles for every 1,000 feet in altitude, RAT deploys for
flight controls, with no APU its a no flap landing, also
extend the gear with alternate extend NLT 1,000 ft AFL
- CHECK THE PITCH ATTITUDE AND THRUST

- IF PITCH ATTITUDE OR THRUST IS NOT
NORMAL FOR PHASE OF FLIGHT:
-- AUTOPILOT DISENGAGE SWITCH - PUSH
-- AUTOTHROTTLE DISCONNECT SWITCH PUSH
-- FLIGHT DIRECTOR SWITCHES (BOTH) OFF
-- ESTABLISH NORMAL PITCH ATTITUDE
AND THRUST SETTING FOR PHASE OF FLIGHT
(Pitch and thrust settings for all phases of flight are
published in the QRH, Flight with Unreliable Airspeed
tables following the Airspeed Unreliable checklist)
DUAL ENGINE FAILURE

Condition: One of these occurs on BOTH engines:
- Engine flameout
- No response to thrust lever movement
ENGINE FIRE OR SEVERE DAMAGE OR

SEPARATION
- ENG START SELECTORS (BOTH) FLT

- THRUST LEVERS (BOTH) IDLE
(757: DO NOT ADVANCE THRUST LEVERS
DURING ENGINE RECOVERY UNTIL ABOVE
50% N3)
- FUEL CONTROL SWITCHES (BOTH)
CUTOFF, THEN RUN
-- IF ENGINE APPEARS STALLED OR EGT
APPROACHES THE STANDBY ENGINE
INDICATOR PLACARD LIMIT:
--- REPEAT ABOVE STEP AS NEEDED
ABORTED ENGINE START - GROUND
(--To confirm no response to throttle movement, move

the throttles and look at the Standby Engine Indicators.
RAT deployment is another indicator of Dual Eng. Fail.)
(--Establish proper dual engine restart airspeed based
on your altitude and aircraft type. Start APU ASAP)
- FUEL CONTROL SWITCH (AFFECTED SIDE)

CUTOFF
(767: Motor for 30 seconds // 757: Motor for a
minimum of 30 sec and until EGT is below 100 deg)
Condition: One or more of these occur:

- Engine indications are abnormal
- Engine indications are rapidly approaching or
exceeding limits
- Abnormal engine noises are heard, possibly with
airframe vibration
- There is no response to thrust lever movement or the
response is abnormal
- Flames in the engine inlet or exhaust are reported
- AUTOTHROTTLE ARM SWITCH OFF

- THRUST LEVER (AFFECTED SIDE)
CONFIRM RETARD UNTIL ENGINE
INDICATIONS STAY WITHIN LIMITS OR THE
THRUST LEVER IS AT IDLE
(VMO: Indicated by the Maximum Operating Airspeed

Pointer on the Airspeed Indicator.
- All Aircraft MMO: .86M
- See Page 16 Col 2 of this study guide for Emergency
Descent procedures and considerations.
-- To turn off cabin altitude warning siren / alert:
Press Master Warning/Caution light switch on the glare
shield.
-- If cabin altitude continues to climb, masks will
automatically drop at 14,000 ft (767), or at 14,650 ft
(757).
Condition: During a ground start, an abort start

condition occurs.
- See Page 12 Col 1 of this study guide for Abort Start
conditions
- Do this step and then reference the QRH
ENGINE LIMIT OR SURGE OR STALL
DUAL ENGINE FAILURE RESTART AIRSPEEDS:

- 757:
At or above 30,000 ft:

Below 30,000 ft:
- 767-200 / 200 ER: Above 30,000 ft:
At or below 30,000 ft:
- 767-300 ER:
Above 30,000 ft:
At or below 30,000 ft:
240 kts min

300 kts min
240 kts
260 kts min
240 kts
220 kts min
Messages: L ENGINE FIRE

R ENGINE FIRE
Condition: One or more of these occur:
- ENGINE FIRE Warning
- Airframe vibrations with abnormal engine indications
- Engine separation
- AUTOTHROTTLE ARM SWITCH OFF

- THRUST LEVER (AFFECTED SIDE)
CONFIRM - IDLE
- FUEL CONTROL SWITCH (AFFECTED SIDE) CONFIRM - CUTOFF
- ENGINE FIRE SWITCH (AFFECTED SIDE)
CONFIRM - PULL
- IF THE ENGINE FIRE WARNING LIGHT IS
ILLUMINATED:
-- ENGINE FIRE SWITCH (AFFECTED SIDE)
ROTATE TO THE STOP AND HOLD FOR 1
SECOND
- IF AFTER 30 SECONDS THE ENGINE FIRE
WARNING LIGHT STAYS ILLUMINATED:
-- ENGINE FIRE SWITCH (AFFECTED SIDE)
ROTATE TO THE OTHER STOP AND HOLD FOR
1 SECOND
(Do not use flaps 15 during approach)

TEST EMERGENCY LANDING BRIEF (QRH 0.18):

- Brief flight attendants: This is your TEST briefing
- Type of Emergency + get any info you need from
them, advise of any possible issues effecting the pax
cabin or possible landing control problems and to do:
The F/A Planned Emergency Checklist (anticipating
possible evacuation or control problems) or
The F/A 30 Sec Review (anticipating normal landing)
- Evacuation (if anticipated) + discuss any special
considerations that may affect the use of exits.
- Signal (if necessary) will be the Command
Evacuation Siren or if thats not working, Easy Victor
repeated 3 times on the PA
- Time to landing + let them know if the Brace, Brace,
Brace call will be used, tell them youll make a PA and
ask if they have any questions.
WINGSPAN:
757:
134 ft 9 in.
767:
156 ft 2 in. With winglets:166 ft 11 in.
ENGINE INDICATORS:
- 757 Primary indicators: EPR, N1, EGT
- 767 Primary indicators: N1, EGT
TURNING RADIUS:
757:
120 ft (36.6 M)
767-200: 129 ft (39.3 M)
767-300: 146 ft (44.6 M)
MINIMUM RUNWAY WIDTH: 148 ft or 45 meters
unless otherwise approved. (X-wind limit of 20 kts
imposed if less than standard)
MINIMUM RUNWAY REQUIRED:
Normal Landings: Dispatched to land on longest Rwy,
Dry or <4000RVR/<3/4 Rwy Wet with good braking, but
if less than good braking, standing water, slush, snow
or ice then check the Landing Data Card (in FRED or
Perf Appendix) just before landing, using actual runway
conditions (big runway length penalty if no reversers).
Non-Normal Landings: refer to QRH Landing tables
RUNWAY SLOPE: +/- 2%
MAXIMUM WEIGHTS:
ZFW
RAMP
757
185.3 251.0
757-200 ER
185.3 256.0
(757-200ER T/O weight depends on alt.)
767-200 ER (N319-339) 253.0 315.0
767-300 ER
288.0 409.0
767-300 ER Winglets
291.3 409.0
MAXIMUM WEIGHTS: LANDING

757 757-200ER
198.0
767-200 ER (N319-339) 270.0
767-300 ER
310.0
767-300 ER Winglets
310.0
- Landing at any weight that exceeds the Max Landing
Weight is defined as an overweight landing. Refer to
FM Pt 1 for the overweight landing policy and use the
appropriate overweight landing procedure in the QRH.
- If possible, do not use autobrakes or heavy braking
- IAW QRH, Use flaps 25 if flaps 30 VREF + additives
is within 10 kts of flaps 30 placard speed
- A rule of thumb for landing at max landing weight,
below 1,000 MSL, dry runway, everything working:
- 757 approx 5,500 ft and 767 approx 6,500 ft
-- Use flaps 25 or 30 for landing if moderate windshear
may be encountered
- 757: See Special Airport Analysis for use of
flaps 25 for landing high elev. Ex: LPB, UIO, SJO
-- Additional flap landing limitations on Pg 6, Col. 1
T/O
250.0
255.5 255.0
313.0
408.0
408.0
STANDBY ENGINE INDICATORS (SEIs) will come

on if in AUTO position and:
- EICAS failure
- AC power is lost
- On the ground with only a single EICAS and STATUS
page selected
ENGINE LIMIT DISPLAY MARKINGS:
- Maximum and Minimum Limits: RED
Cautionary Limits: AMBER
EGT LIMITS:
- MAXIMUM STARTING EGTs:
757: EGT 570 deg (red) Momentary (2 sec)
767: EGT 750-870 deg (red) (40 sec)
- MAXIMUM TAKEOFF / GO-AROUND EGTs:
757:
877 / 5 min
(For the first 20 sec after a TO/GA thrust
application, EGT to 897 is allowed and will not be
accompanied by an amber or red warning. Red will
be displayed during this time if EGT exceeds 897.
After 20 sec, an EGT over 877 will be red)
767-200 ER: 940 / (red) 5 min
767-300 ER: 960 / (red) 5 min
- MAXIMUM CONTINUOUS EGTs:

757:
795
(After 5 min, an EGT over 795 will be amber turning
to red if EGT exceeds 877)
767-200 ER: 895 (amber)
767-300 ER: 925 (amber)
- MAXIMUM CLIMB EGTs:
767-200 ER: 895 (amber)
767-300 ER: 890 (amber)
- MAXIMUM CRUISE EGTs:
767-200 ER: 895
(amber)
767-300 ER: 835
(amber)
- OVERTEMPERATURE:
757 :
897 (red)
After 20 sec: 877 (red)
MAXIMUM RPM LIMITS:
Continuous 5 Min Max Overspeed
- 757: N1 108.4%
108.8%
110.0%
N2
98.0%
100.3%
101.3%
N3
95.8%
99.0%
100.2%
- 767-200 ER:
N1: 117.0% / N2: 110.5%
- 767-300 ER:
N1: 117.5% / N2: 112.5%
MAX TAXI RPM: 35%-40% N1 if in a tight gate
situation, if a multi-level building is close behind, or if
there is a possibility of jet blast damage.
ELECTRONIC ENGINE CONTROL (EEC):
- Provides engine overspeed limit protection
(EPR on 757, N1 on 767)
- Powered by dual dedicated generators
- Continuously computes max limits for thrust
- If inop or turned off: no longer have engine overspeed
protection on the 767 (757 still has ELC protection)
ENGINE LIMITER CONTROL (ELC) (757 only):
- Provides N1 RPM overspeed limit protection
- If a fault is detected it will hold current trim level
MAXIMUM AIRSPEEDS:
- VMO: Indicated by the Maximum Operating
Airspeed Pointer on the Airspeed Indicator.
- All Aircraft MMO: 0.86M
- 757 VMO:
350 Kts
- 767 VMO:
360 Kts
- 767 Winglets VMO: 340 Kts
Flaps up: + 2.5 G to 1.0 G

Flaps down: + 2.0 G to
0.0 G
(with flaps 25/30 positive limits vary linearly from
+2.0g at max landing weight to +1.5 G at max
takeoff weight)
G LIMITS:
WIND LIMITS:
No ops permitted with wind / gusts above:
CROSSWIND LIMITS:
- Takeoff or Land X wind, 757 / 767:
- Zero crab landings - 757:
- Zero crab landings - 767:
- Runway less than 148 (45m) wide:
- Hydraulic problems:
- Wet / slippery or braking action fair:
- Rudder Ratio (with left system hydraulic
pressure normal, no auto land):
- RVR less than 4,000 (1,200m, 3/4 mile):
(Max landing weight must be based on wet
runway requirements: use wet landing data)
- Icy / slush / snow / standing water/
braking action poor:
50 kts
29 kts
28 kts
26 kts
20 kts
20 kts
20 kts
15 kts
15 kts
10 kts
TAILWIND LIMITS:
- Tailwind:
10 kts
- Up to 15 kts, only if specified by Special Landing
Analysis in PERFORMANCE LANDING
AUTOMATIC LANDINGS WIND LIMITS:
Headwind:
Crosswind:
Tailwind:
25 kts
15 kts
10 kts
WINDS ALOFT UPDATES: 0500/1100/1700/2300Z

STERILE COCKPIT: Anytime aircraft is taxiing or flying
below 10,000 ft AFL
- Boom mics, if operative, must be used < 18,000 ft.
MAX ALTITUDES (PRESSURE ALTITUDES):
-- 757: Max Operating Altitude:
42,000 ft
Max T/O and Landing Altitude: 14,500 ft
-- 767: Max Operating Altitude:
43,100 ft
Max T/O and Landing Altitude: 8,400 ft
CABIN PRESSURIZATION:
- T/O / Landing 0.125 PSI
- Climb:
8.6 +/- 0.10
- Normal Ops:
8.6 +/- 0.05
- Manual Control: Do not exceed 8.6 PSI
- Max:
9.10
757 PNEUMATIC ISOLATION VALVE must be OFF

except when required for engine start or nonnormal operation of the air conditioning or anti ice
systems.
PRESSURIZATION AUTO INOP light: Mode selector

in MAN or Auto 1 and 2 Pressurization Control failed.
- Auto Rate controller on index mark: 500 fpm climb,
300 fpm descent.
- Auto Mode uses air data system info to calculate
cabin pressurization schedule.
AIR CONDITIONING pack controllers adjust output to

satisfy the zone demanding the coolest temperature.
- Trim air provides hot air that is mixed with the pack
outlet air. Individual zone temp is satisfied by the cabin
temp controller using trim air.
UNPRESSURIZED FLIGHT max altitudes following an

in-flight depressurization: flight should be conducted at
10,000 or below unless operational constraints (like
terrain) dictate otherwise.
CABIN ALT WARNING LIGHT and SIREN
- Silence siren with press of MC/MW light on the
glareshield (after doing initial memory items)
-767:
10,000 ft, resets at 8,500 ft
- 757
-- 757 with High Altitude switch selected:
- MASK DEPLOYMENT: 767: 14,000 ft
757: 14,650 ft
- When landing at airports with elevations above 5,500
ft MSL, set landing altitude to 5,500 ft until TOD.
- Silence altitude siren with press of either MW/MC light
ENG OVHT message: Engine bleed air leak in the
engine nacelle area.
- 767-300 ER also has strut duct leak detectors
BLEED LIGHTS:
- 757: Bleed = over temperature (1 reset allowed)
High Stage = over pressure
(No reset)
- 767: Bleed = over pressure
(See QRH)
High Stage = over temperature (1 reset allowed)
- 767-300 OVHT = over temperature (1 reset allowed)
BLEED DUCT LEAK: the low pressure indication on
the gage is used (and the EICAS L/R BLD DUCT LEAK
message is sometimes not used) to determine the
affected side in some QRH Bleed Leak checklists
PNEUMATIC DUCT PRESS: Normal range 25-51 PSI
PACK INOP light: (QRH allows attempts to recover)

- Pack controller fails
- Excessive pack outlet temperature
-- Select STBY N, allow to cool for 5 min, press to reset
PACK OFF light: QRH only allows recovery of PACK if
due to engine bleed air loss, then consider an alternate
bleed air source. No resets or Stby-N
- Excessive internal temperature (no reset or Stby-N)
ZONE TRIM AIR failure:
- If single zone: select OFF. Temperature for that zone
will be controlled by the zone requiring coolest temp.
RECIRC FAN LIGHT:
- If Right recirculation fan light is illuminated on the
ground prior to engine start: Try recycling the utility
bus switches to get the light to go out.
- On 757 Airplanes: do not turn off the Left Recirc fan
because it is the main source for equipment cooling
and you will lock open the overboard exhaust valve.
OVERBOARD EXHAUST VALVE (757) will open up if:
- Left recirc fan is turned off
- Recirc fan is inoperative
- Below 2.5 PSID
- Smoke light is illuminated
OVERBOARD EXHAUST VALVE (757) will close for
pressurization above 2.5 PSID.
- The equipment cooling valve on the 767 will close
after the 2nd engine start.
757 EQUIPMENT COOLING MUST BE PROVIDED:

- When the airplane is electrically powered for more
than 20 minutes on the ground and OAT exceeds:
34 - 40 deg C (94 - 105 deg F): one fwd / aft
opposite sides open or one A/C pac or equivalent
ground cooling operating.
41 - 49 deg C (106 - 120 deg F): at least one A/C pac
or equivalent ground cooling operating.
+ 49 deg C (+ 120 deg F): two A/C pacs or
equivalent ground cooling operating.
- The forward equipment cooling system cools the
cockpit instruments and FWD E&E compartment with
air from the passenger compartment
- The aft equipment cooling system cools the AFT E&E
compartment with air from lavs and galley.
EQUIPMENT COOLING OVHT light and ground crew
call horn will sound (steady horn) if the airplane battery
is the sole source of electrical power on the ground for
more than 30 seconds.
OIL - MIN QUANTITY FOR:
- Preflight: 14 Quarts OK (<14 call maintenance)
- Parking: 16 Quarts OK (<16 call maintenance)
-- Technique, approx 1hr prior to descent send an oil
service request ARMS code (790100xx) via ACARS if
oil quantity indicates 14 Quarts or less.
OIL PRESSURE:
757 Min oil pressure for T/O: Not in AMBER
757 Min for completion:
Not in RED
767 Min oil pressure:
RED line
(Accomplish Engine Failure / Precautionary Shutdown
checklist if oil pressure is at or below red line limit)
OIL TEMPERATURE:
- 757 min for start:
-40 deg C
- 757 min for advancing throttle:
0 deg C
- 757 max for unrestricted use: 177 deg C
- 767 max oil temp: 15 minutes in AMBER band
OIL BURN:
757
- ETOPS:
1.0 Qt / hr
- All other operations: 1.2 Qt / hr
767
0.75 Qt / hr
1.0 Qt / hr
APU hours:
- Enter info 10 min prior to departure on preflight page
- Pegasus: DLNK / MESSAGES / STATUS / ARM
APU STARTS:
- APU battery: air inlet door, starter motor, control
circuit.
- MAIN Aircraft battery: DC fuel pump in left fuel tank,
APU fuel valve, APU fire protection / detection, control
circuit, 60 second cool down.
APU STARTER DUTY CYCLE during normal
operations, while on the ground or in flight: 3
consecutive starts or attempts within a 60-minute
period.
- Capts Authority for additional unlimited starts during
abnormal or emergency conditions when airborne.
- To cancel an APU shutdown during the 60 second
cool-down period with the RUN light still illuminated go
back to START.
APU: Hard to start above FL 350, try to start in 4,000
ft intervals. Below FL 350 try in 2,000 ft intervals.
- To improve in-flight start reliability, put the APU
Selector knob in the ON position for approximately
60 sec to allow all start logic to complete prior to
selecting the START position for several seconds.
- APU Bleed Air - good up to approx. 17,000 ft
- APU Electrics - good up to max-certified altitudes
- APU on TPS under the A/C column at high altitude
airports indicates that the performance data is based
on Engine Bleeds OFF and the APU running.
- Should normally be started 2 min prior to gate arrival.
APU FIRE PROTECTION 757 / 767: APU will auto
shutdown if on fire while on the ground or in the air.
- 757 will auto shutdown and auto discharge fire agent
if on fire while on the ground, both engines not running.
- 767: APU will auto shutdown but no auto discharge if
on fire while on the ground.
- No 60 second cool-down period if a fire is detected.
- Only one APU fire bottle.
- Discrete APU fire warning light is on the center
instrument panel.
- SYS FAIL light: a failure in the APU fire detection
system.
- APU FAULT light: APU has automatically shut down
APU NOSE GEAR buttons:
--- Red: Push first, closes the APU fuel valve, trips
APU generator off, arms the bottle and silences the
APU fire horn.
--- Black: Discharges APU fire agent bottle.
-- (Intermittent horn during walk around is an APU fire
warning test or actual fire warning)
- If the APU is shut down using the remote APU

Shutdown switch, refer to Ops Man Vol 1, Systems,
Page 45.7 for restart steps (Cycle Bat Switch or have
maintenance cycle the CBs)
APU FIRE SWITCH (looks like a Handle):
- Closes APU fuel valve
- Trips APU generator off
- Closes APU air supply valve
- Shuts down APU if auto shutdown did not occur
- Arms APU fire bottle
- Silences fire warning bell and horn
ENGINE FIRE SWITCH (looks like a Handle):
- Closes associated engine and spar fuel valves
- Closes associated engine bleed air valves
- Trips associated engine generator off
- Shuts off hydraulic fluid to engine-driven hyd pump
- Arms both engine fire extinguisher bottles
- Silences the fire warning bell
HIGH ENERGY (H/E) BATTERY FIRE: QUICK
- Quickly isolate the device / battery by moving
customers away from the immediate area and
relocating the device to a safer area.
- Use Halon extinguisher to initially extinguish flames (if
present) immediately followed by extinguishing nonalcoholic liquids.
- Investigate and remain ready for additional signs of
overheating.
- Cool using non-alcoholic liquids (cold water from ice
drawer).
- Keep the device under constant surveillance until
removed from aircraft.
FIRE TESTS:
ENG / APU / CARGO ENG (757) WHEEL WELL
Bell:
1
1
1
Lights (RED):
10
7
4
Lights (AMBER):
2
2
Messages (RED):
5
2
1
Messages (AMBER): 2
2
-- If the Master Warning Lights and Bell do not work
during TEST, push both master caution warning light
assemblies to reset the system.
- All fire, overheat and smoke detectors are tested
automatically when electrical power is initially applied.
- Fire Protection: Hot Battery Bus
- Fire Detection: Battery Bus
CARGO COMPARTMENT FIRE EXTINGUISHING:

- FWD and AFT cargo compartments have smoke
detectors.
- Either cargo fire arming switch:
-- Arms the fire bottles
-- Silences fire bell
-- Turns off associated cargo heat fan (757)
-- Turns off both cargo heat fans on the 767
- If FWD arming switch is pushed it will also:
-- Turn off both recirculation fans
-- Switch both AC packs to High Flow
-- Opens overboard exhaust valve (757)
-- Closes FWD cargo heat valve (767)
- Turn on the cockpit overhead flood lights to full bright.
- If AFT arming switch is pushed on 757 it will also:
-- Turns off Right Recirculation fan (Left fan is left on
for Equipment Cooling)
-- Switches right A/C Pack to High flow
-- Turns off Aft Cargo Heater
- If AFT arming switch is pushed on 767 it will also:
-- Closes aft and bulk cargo compartment heat valves
-- Closes bulk cargo vent
-- Inhibits pack high flow system on 767-300 ER
- 757 (2 bottles), 767-300 ER (3 bottles). 1st bottle
discharged immediately. Remaining bottle(s) auto
discharge after 30 minutes (auto timer) or fully
discharge at touchdown.
- 767-200 ER (3 bottles) 1st bottle discharged
immediately, remaining bottles discharged at a slower
rate into selected compartment
- Cargo fire SYS FAIL light: Indicates a failure in the
detectors. It can be reset to allow monitoring of
remaining systems.
FWD EQPT SMOKE light: The overboard exhaust
valve is automatically latched open.
LAV smoke is detected: A horn, chime and / or a
flashing lav light at F/A station, no indication in the
cockpit.
HAZMAT: Carrying Dangerous Goods Information,
Chart and Symbols: FM Pt 1, Sec 13.5-1
- Load Closeout format: R/A F Yes/No, A Yes/No)
- If carrying HAZMAT in the cabin a NOTOC/OK 333 is
required, but R/A info will not be on the load closeout
- If Pax check Hazmat material (dry ice or wheel chair
battery) load closeout will show articles but no OK-333
FLAP PLACARD SPEEDS - VFE

Position
1
5
15
20
25
30
757
240
220
210
195
190
162
767-200ER
240
220
210
195
190
162
767-300ER
250
230
210
210
180
170
FLAPS: Do not extend flaps above 20,000 ft. For

757 aircraft operations at airport pressure altitudes
between 10,000 and 14,500 ft use only Flaps 5 for
T/O, Flaps 15 for APP and flaps 25 for Landing.
- Use caution for tail strikes.
FLAPS AUTHORIZED FOR T/0:
757:
767-200:
767-300:
5/15/20
5/15
5/15/20
FLAPS AUTHORIZED FOR LANDING:

- Normal flap setting for landing: 25 / 30
- Do not Autoland when procedures require other than
Flaps 25 / 30
- If windshear is suspected, use either Flaps 25 / 30
- FLAPS 25 is normally preferred.
- FLAPS 30 is recommended when landing::
-- Breaking action less than good
-- Tailwind
-- Runway length less than 7,000 ft
-- On a wet / contaminated runway
FLAPS 1 POSITION: 757: LE Slats and TE Flaps
767: LE Slats only
- Leading edge slats stay in the T/O position from flaps
1 to 20.
- Slats transition to landing slats position when flaps 25
are selected.
ALTERNATE FLAPS (electric operation, slower):
- 757 has LE SLAT asymmetry protection
- 767 does not have LE SLAT asymmetry protection
- 757: LE Slats go to landing position when flaps 20
are selected, increasing stall margin.
- 757 does not have TE Flap asymmetry and load relief
- 767: Some have TE Flap asymmetry protection.
- Max ALT FLAP setting: 20 (ready for Go-Around)
FLAP LOAD RELIEF: Armed at: Retract to:
757 / 767-200: 30
25
767-300: 30
20
25
20
FLIGHT CONTROLS: Avoid rapid and large

alternating control inputs, especially in
combination with large changes in pitch, roll or
yaw (e.g., large side slip angles) as they may result
in structural failure at any speed, including below
VA.
PRIMARY FLIGHT CONTROLS: Ailerons, elevator,
rudder. SECONDARY controls: LE/TE flaps, spoilers,
adjustable horizontal stabilizer (Stab Trim)
PITCH ENHANCEMENT (767): Only electric trim,
rate. Operates in the event of L&C hydraulic failure
and is powered by the PTU.
SPEED BRAKES:
- Do not land with speed brakes deployed.
- Avoid using speed brakes with flaps greater than 5
deg.
- In flight speed brake lever deploys all spoiler panels
except spoilers 4 and 9
AUTO SPDBRK Warning light:
- Light will illuminate anytime a fault is detected in the
system.
- 757: Do not exceed 330 kts (load alleviation fault)
- 757 / 767: Do not arm automatic speed brakes for
landing, manual deployment may be required after
landing.
SPEED BRAKE LOAD ALLEVIATION:
- 757 Speedbrake Load Alleviation system operates in
flight when these conditions occur at the same time:
- Flaps are UP
- Gross weight is greater than 221,000 lbs
- Indicated airspeed is greater than 330 kts
-- If lever is beyond the 50% position it will
automatically move to 50% position
-- If lever is down it will be restricted to 50% position
-- System deactivates when gross weight less than
220,000 lbs or airspeed becomes less than 325 kts.
- 767 (Winglets) Speedbrake Load Alleviation system
operates in flight when these conditions occur at the
same time:
-- Flaps are UP
-- Gross weight is greater than 340,000
-- Indicated airspeed is greater than 320 kts.
-- If lever is beyond the 50% position it will
automatically move to 50% position
-- If lever is down it will be restricted to 50% position
System deactivates when gross weight less than
339,000 lbs or airspeed becomes less than 315 kts.
SPEED BRAKES EXT message: Speed brakes

extended during descent between 800 ft and 15 ft RA
(Vol 2 now says 800 ft or below) or with flaps greater
than 20 deg (Vol 2 says flaps are in a landing position)
LANDING LIGHTS:
- Landing lights on nose gear optimized for approach,
wing root lights optimized for flare and ground roll.
- Turnoff lights installed on nose landing gear (757) /
L/R wing root (767)
YAW DAMPERS help improve directional stability.

LANDING GEAR:
Operating/Extended: Lowest of 270 kts / 0.82 M
- Alternate extension limit 250 kts / 0.75 M
- 757: Powered by left hydraulic system
-- 757 Alternate gear extension is done hydraulically
using a DC pump (Hot Bat Bus) to release the gear
uplocks.
- 767: Powered by center hydraulic system
-- 767 Alternate gear extension uses a DC electric
motor (Hot Bat Bus) to mechanically unlock the gear
doors. You must get the gear down prior to having a
dead battery (approx. 30 min), normal and alternate
gear extension require electrical power, gear held up
with electromagnetic door locks). When released, gear
will free fall to down and locked position.
- The Doors Amber light illuminates if any gear door is
not closed.
- Max tire ground speed: 195 kts
- Additional restrictions if dispatched with landing gear
down see Limitations section.
- 767-300 ER has a tail skid that is powered by center
hydraulics
WHEEL WELL FIRE: Refer to QRH procedure,
observe landing gear operating limits (270 kts / 0.82M)
TIRE PRESSURES: NOSE MAINS - HYDROPLANE
757 (min pressures) 144
180
115 kts
767-200
140
180
120 kts
767-300
170
200
127 kts
Always check condition and shape of tires since gages
are being removed and pressure is not often checked
NOSE WHEEL STEERING:
- Tiller: 65 deg
- Rudder: 757: 7 deg / 767: 7 deg
-- The nose wheel steering wheel should not be used
until ready to turn off the runway, typically below 20 kts.
- If operated simultaneously, nose wheel steering tiller
overrides rudder pedal inputs.
- Left hydraulics powers 757 nose wheel steering
- Center hydraulics powers 767 nose wheel steering
BATTERY POWER ONLY: Hot Battery / Battery /

Standby AC / Standby DC buses. (with hydraulic
pressure the flaps work, but flap indicators do not).
- Min weather: RVR 2400 (1/2 mile 750 M) and a
DH of 250 or higher (ILS raw data)
- Info on what is on Standby AC / DC, Battery / Hot
Battery busses located in QRH, Electric Page 6.26.
STANDBY POWER selector in AUTO:
- Transfers standby busses to battery power if normal
AC power is lost.
- Selecting BAT directly powers standby busses from
the main battery.
GROUND HANDLING BUS: Only powered on the
ground either by the APU or available External power.
Powers the cargo compartment doors and lights, cargo
handling equipment and airplane refueling.
GROUND SERVICE BUS: Powered from right main
AC bus. If right main AC is not available (on the
ground), the ground service bus can connect to and be
powered from APU / External power via the ground
service switch on F/A panel at 1L.
- Powers two battery chargers, equipment cooling fan,
left forward fuel boost pump (+L Fwd door on 767).
BUS TIE PRIORITIES: Associated engine generator,
APU, opposite engine generator.
- Bus Tie prevents paralleling and isolates itself if
needed.
- Cycling a Bus Tie Switch OFF, then back to AUTO
can recover its AC Bus (IAW 757 and 767 QRHs,
Section 6, AC BUS OFF checklist resets called for after
engine generator(s) cycled and APU Run light on)
EXTERNAL POWER:
- When selected ON, it has priority and will trip off any
existing power source.
- AVAIL light means that the power is within limits.
DC POWER: L / R Main AC powers the L / R

Transformer Rectifiers L / R DC Buses
- LEFT MAIN DC BUS also powers the Center DC bus
and the Battery Bus Standby DC Bus.
- LOSE STANDBY DC: Cockpit emerg lights come on.
- LOSE RIGHT MAIN DC: Cabin emergency lights
come on.
LEFT MAIN AC BUS is the normal power source for
the center autopilot.
- During Autoland Approach, center autopilot powered
by battery / standby system.
RIGHT MAIN AC BUS powers the Ground Service
Bus Battery Charger Hot Battery Bus
LOSE RIGHT MAIN AC: No ground service bus and
no battery chargers. If Ground Service Bus is not
available, the main battery powers the Hot Battery Bus
INSTRUMENT TRANSFER BUSSES (CAPT / FO):
- Normal power source is the respective main AC bus.
GENERATOR - LOSS of one generator in flight causes
both utility buses and all galley buses to trip off. Can
be reset when another generator (APU) is established.
GENERATOR DRIVE LIGHTS illuminated:
- Generator drive oil temperature is high
- Generator drive oil pressure is low
HYDRAULIC DRIVEN GENERATOR (HDG)
- Only on ER aircraft.
- Activates automatically with loss of Left AND Right
main AC buses.
- Powers 7 busses: hot battery, battery, standby DC,
standby AC, left and right AC transfer buses, Captains
instrument transfer.
-- Min weather: RVR 2400 / 250 ft DH
(if down to 7 buses: Everything left of gear handle is
available, except for Autopilot, Command Bars, EICAS
screens, Alt Flaps and Auto Brakes)
- 757 ER HDG is powered by left hydraulic system,
back up pressure supplied by PTU.
- 767 ER HDG is powered by the center hydraulic
system, back up pressure supplied by Air Demand
Pump.
PTU:
- 757: Comes on if the Left engine hydraulic pump
pressure is low or the left engine is shut down and the
right engine is running.
- PTU helps with heavy loads on the left hyd. system.
- Provides backup pressure for the HDG on 757 ERs
- Uses trapped L Hydraulic fluid and R Hydraulic
pressure to operate the PTU.
-- If right engine is not running, the PTU will not come
on automatically.
- 767: Comes on if the L + C hydraulic system
pressure is lost, uses right hydraulic fluid via the PTU
- Powers the stab trim for pitch enhancement (control
wheel thumb trim switch) at rate using trapped fluid
from left stab brake assembly.
AIR DEMAND PUMP (ADP) (767):
- ADP helps with heavy loads on center hydraulic
system.
- Supplies backup pressure to HDG on 767 ER.
- Driven by Center Pneumatic system.
- Needs BAT Bus to open control valve.
HYDRAULICS: Same items on both the 757-767:

LEFT
CENTER
RIGHT
Rudder Ratio
RAT
Normal Brakes
L Autopilot
C Autopilot
R Autopilot
L Thrust Rev
R Thrust Rev
PTU
(767-300 L and R Thrust Reversers are pneumatic)
ELECTRIC HYDRAULIC PUMP:
- Right electric pump on the 757, (# 1 CTR Elect.
Hyd. pump on the 767): If the pump is running with
the hydraulic switch in the off position, make sure that
the reserve brake switch is off.
- During an engine start the # 2 electric hydraulic pump
will load shed if you only have one power source.
- 767 Electric Hydraulic Demand pump switch position:
-- AUTO: Automatic operation
-- ON: Continuous operation
RAT DEPLOYMENT:
- Loss of both engines above 80 kts. and engines
sensed below 50% N2 / N3.
- Provides pressure to center hydraulics for center
primary flight controls (ailerons, elevator and rudder)
- Min speed: 130 kts
- Green PRESS light = good pressure.
- Hot Battery power needed to manually deploy RAT
- Battery power needed for automatic deployment
HYDRAULICS: Min fluid quantity prior to T/O:

- Per Vol II- RF not displayed.
- Have enough fluid acceptable for flight.
- Turn pumps on right to left, turn off left to right,
prevents fluid transfer.
- All hydraulic pumps = 3,000 PSI output each.
HYD SYS PRESS LIGHT= System pressure is low
HYD RSVR LT (757) = Low head pressure or low qty
HYD QTY LIGHT (767) = Low quantity
HYD PRESS LIGHT= Pump output press low / Off
HYD OVHT LIGHT= Excessive pump temperature
RAT on 757: if loss of Left and Right Main AC and

subsequent loss of Center electric hydraulic pumps,
manually deploy the RAT to power the Center Hyd.
Flight Controls
HYDRAULIC HEAT EXCHANGERS:

757: L&C = left wing,
R = right wing (fuel temp)
767: R&C = right wing,
L = left wing (fuel temp)
BRAKE HYDRAULIC SOURCES:
HYDRAULIC STANDPIPES:
LEFT CENTER
757:
PTU
RAT
RIGHT
RES BRAKES
NORMAL / ALTERNATE / RESERVE / ACCUMULATOR
757:
767:
R
R
L
C
R
C
R
R
BRAKE PRESSURE below 1,000 PSI (at the gate)

indicates a bad accumulator.
767:
RAT
STEERING
RES BRAKES
- 767: ISLN light on back panel = CTR # 1 electric
primary hydraulic pump is isolated for reserve brakes
and steering.
BRAKES: With the parking brake parked, the brake

wear indicator pins must protrude beyond flush with the
rubber grommet (757) or beyond flush with the bracket
(767). If the rubber grommet is missing (757) the pin
must protrude by at least 1/16 (width of a dime)
ALTERNATE BRAKE SYSTEM: A RIGHT HYD SYS

PRESS EICAS message may indicate that the
alternate brake system has been activated.
- Pressing a brake pedal sends hydraulic pressure
through the alternate antiskid valves to the brakes.
BRAKE SOURCE LIGHT= low pressure in both
normal and alternate brake systems.
- Press the Reserve Brakes switch to activate the
Reserve Brakes.
RESERVE BRAKES SWITCH:
- 757: Isolates the right AC hydraulic motor pump to
provide hydraulic brake pressure.
- 767: Isolates the Center # 1 electric primary hydraulic
pump to provide hydraulic brake pressure.
- If you select the RES BRAKE source switch and the
brake source light does not go out: you are down to
Accumulator Pressure. Check electric pump press light
on overhead panel to identify the failed pump/problem.
ANTI SKID: needs 1 IRU (for ground speed)
- NORM = individual wheel protection
- ALT = paired wheel protection
-- If using Right hydraulic system (757 Normal and
Reserve brakes) = individual
-- If using Center or Left hydraulic system = paired
-- Anti-Skid light indicates that a fault is detected in the
active brake system
AUTO BRAKES only work with normal brake LINE,
not ALT brake line.
- RTO BRAKES: Active above 85 kts. and when both
throttles are retarded to idle
- Autobrakes will bring aircraft to a complete stop.
AUTO BRAKES MUST BE ARMED:
- < 7,000 feet of runway
- RVR <4,000 / Visibility <3/4 mile
- Runway contaminated with standing water, snow,
slush or ice
- Braking conditions reported less than good
- CAT II / III (setting appropriate for conditions, set if
operable)
- Recommended with gusty winds or crosswinds.
- 3/4 should be used if runway is wet, slippery or
landing rollout distance limited (Vol 1, page 50.31)
- After landing: autobrakes are applied when both
throttles are at idle and wheel rotation is detected.
AUTO BRAKES WILL DISARM:

- Tilt sensor malfunctions
- Throttles not at idle by 2 seconds after touchdown
- Advance either throttle after touchdown
- Apply manual brakes
- Retract spoiler handle
- Turn switch to disarm or off
- Auto brake fault
- Anti skid fault
BRAKE COOLING CHART:
- For rejected T/Os: QRH / Maneuvers / Page 1.11
- Maintenance inspection required for any abort
over 80 kts.
- For overweight landing brake cooling times see
Performance, Landing Section, Max Quick Turnaround
Weight page.
- If advised that your T/O time is being delayed due to
the previous flights landing weight and turn-around
time (i.e. Bogota) make sure that the thermal plugs are
checked by maintenance prior to pushback.
CAPPED BRAKES: Leave gear down for 2 minutes
for wheel spin down. See MEL for climb out penalty.
BRAKE COOLING AIRBORNE: If delaying gear
retraction to cool brakes, one minute of airborne
cooling equates to approx. 10 min of ground cooling.
BRAKING ADVISORIES IN EFFECT: ATIS / tower
report means Fair / Poor / Nil braking action or braking
conditions deteriorating rapidly.
- Operations in NIL conditions are prohibited.
- Check Required Runway Landing Length Card
Chart for actual landing planning (Flaps 25 or 30),
Crosswind Limits and Braking Chart.
BRAKING ACTION (See FRED Land Data Card)
TERM
ICAO CODE
ICAO MU
GOOD
5
40 and Above
MEDIUM (FAIR)
3
30-39
POOR
1
21-29
NIL
20 and Below
HEAVY WEIGHT LANDING techniques: no auto
brakes, use longest runway available, max reversers,
delay manual braking and go easy to avoid brake fires
AILERONS:
- 757 only has outboard ailerons.
- 767 has outboard and inboard ailerons.
-- At low speeds the 767 inboard ailerons droop with
flap extension, droop starts at flaps 5.
-- At high speeds outboard 767 ailerons lock out.
AILERON LOCK warning light:
- At low speeds it may mean that the outboard ailerons
might be locked out. At high speed it might mean that
they are not locked out.
USE OF AILERON TRIM with the autopilot engaged
is prohibited.
AUTOPILOT USE:
- After Takeoff Do not engage A/P below 500 ft
AFL.
- On a two engine missed approach / go-around,
autopilot may be re-engaged at any altitude after a
positive rate of climb is established.
-Standardized actions: for normal takeoff the autopilot
may be engaged after the at or above 1,000 AFL
actions, for all engine go around after the 400 feet
actions, for takeoff engine failure after the E/O
altitude actions, for 1 engine go around after the at or
above 1,000 AFL actions (both cases with 1 engine
also require correct rudder pedal or trim input before
engaging AP)
- Landing (other than Autoland): disconnect autopilot
and autothrottles NLT 100 feet above TDZE
- Autopilot trim uses a single stabilizer trim control
module motor, trims at the normal rate.
- On a CAT II / III approach with one autopilot engaged,
arm APP first and then arm the remaining autopilots.
- Amber Autopilot light: Degraded operating condition
exists on the autopilot.
- Green CMD on ADI: autopilot engaged.
- 757: Do not use the autopilot below 100 ft RA at
airport pressure altitudes above 8,400 ft.
AUTOLAND STATUS annunciator windows:
- Upper: LAND 2 / 3 (come on at 1500 feet)
- Lower: NO LAND 3 / NO AUTOLAND
-- Lower window items are continuously monitored
throughout the flight and mean what they say.
AUTOTHROTTLE
- The autothrottle is certified for use during all
phases of flight.
- Autothrottles should be disengaged for landing by
100 feet above TDZE (except for autoland).
- Do not attempt to use or rely on the autothrottles
during single engine operations.
- Make corrections to approach speed for winds when
not landing with autothrottle (true for most approaches)
-No wind correction for autoland approaches.
- Autothrottle use is recommended when hand flying or
flying a coupled approach.
- Autothrottle operation is commanded by the FMC
when in VNAV (use Speed Intervention with flaps).
RUDDER TRIM:
- Numbered write-up if, more than one hour after
takeoff, greater than 1 unit of trim is needed on a 767,
3 or more units on a 757 (Info to maintenance writeup
if more than 1 unit on 757).
- Rudder position is shown on EICAS status page.
RUDDER RATIO LIGHT: Avoid large or abrupt rudder
inputs above 160 kts.
-If normal L Hydraulic system pressure is available,
max X Wind 15 kts because a fault in the rudder ratio
control unit may limit rudder displacement.
- Left rudder actuator receives the rudder ratio inputs.
- Auto Land prohibited.
STABILIZER TRIM INDICATOR:
- OFF flag: Loss of electrical power to the indicator
- White stabilizer trim indicator missing: Loss of input
signal
- STAB TRIM light: One stab trim brake failed to
release, still have full travel but at rate
- Autopilot use is still ok.
- UNSCHEDULED STAB TRIM light:
-- Stab movement sensed without trim signal
-- Direction of autopilot trim opposite to elevator control
input
-- Alternate trim levers used with autopilot engaged.
SPOILERS LIGHT:
- Disagreement between spoiler position and
commanded position or one or more spoiler pairs are
inop.
AUTO SPOILERS:
- Arm on all approaches.
- Call Deployed when deployed after touchdown.
- Call No Spoilers if spoilers do not deploy or fail to
remain deployed.
- Will Deploy on Landing:
-- Hydraulic pressure to both tilt actuators
-- Both truck tilt sensors indicating on the ground
-- If Armed: Both throttles at idle
-- If Not Armed: Both throttles at reverse idle
(single engine: operating throttle at reverse idle)
- Rejected T/O: spoilers should be deployed manually
or will deploy when at reverse idle
-- Call Deployed or No Speedbrakes
FUEL TANK QUANTITIES: (6.7 LB DENSITY)
L/R
CENTER
TOTAL
Most 757
14,546
46,391
75,483
Europe
14,948
47,014
76,910
757s*
767 / 31940,267
55,677
136,211
339
767 / 37140,267
79,730
160,264
399
767 / 34240,267
80,132
160,666
350
*75-EL: ER Pegasus, European Passenger Cabin
FUEL LOADING LIMITS:
- 757: 2,000 lbs may be loaded in center tank with
less than full wing, provided center fuel weight +
act zero fuel weight is within limits.
- 767: 22,050 lbs may be loaded in center tank with
less than full wing tanks. With fuel jettison
operative, a minimum of 10,300 lbs must be in
each wing tank provided center fuel weight + actual
zero fuel weight is within limits. (767: SEL Item 27,
767 center tank UFI is installed on all 767s)
FUEL USAGE: Tank feeding: all center tank fuel
(except ballast) must be consumed before using
main tank fuel (767: SEL Item 27, 767 center tank
UFI is installed on all 767s)
FUEL CONFIG LIGHT will come on for:

- LOW FUEL: < 2,200 lbs in either main tank or less
than 4,400 lbs total.
- CENTER TANK: fuel pumps left off with more than
1,200 lbs of fuel in the center tank.
- FUEL IMBALANCE:
757: (per VOL II): > 1,800 lbs
767:
2,000 lbs +/- 500 lbs
- Max structural imbalance (per OM VOL I):
757: 1,950 lbs
767: 1,500 lbs > 79.8 total main tank fuel is left.
2,500 lbs < 48.0 total main tank fuel is left.
FUEL TANK TEMPERATURE READINGS:
- 757: right tank
- 767: left tank
(Only one hydraulic cooling system in that tank,
refueling valves located on same side as tank temps)
FUEL TANK MIN TEMPS:
- 757: at least 3 deg above freezing point for fuel
being used, or -45 deg C, whichever is warmer.
(usually = -37 deg C)
- 767: at least 3 deg above freezing point for fuel
used (usually = -37 deg C). (Possible factor over the
North Atlantic Region)
FUEL FREEZING POINTS:
JET A: -40 deg C (-3 = -37deg C)
JET A-1: -47 deg C
JET B / JP4: -58 deg C
MAX temp for Jet A / A-1: 49 deg C (120 deg F)
-- Mixture of Jet A / A1: look up restrictions in: Ops
Man Vol 1 / Tables / Conversions Page 8
- 757 Limit with JET B / JP4: Fuel temp 27 deg C or
above:10,000 ft max/ below 27 deg C: 25,000 ft max.
- DO NOT SERVICE with JP-4 or JET B without
manager on duty at Maint Ops Centers approval.
- Fuel Freezing chart for mixed fuel loads: Op Man, Vol
1, Systems Pg 71.3
CENTER TANK FUEL PUMPS
- When there is fuel in the center tank, the Captain first
turns on the wing pumps, then the center pumps, then
checks for overhead center pump pressure lights (after
they are done fueling) and center pump (L/R) EICAS
messages and then turns the center pumps off (this
procedure resets the UFIs and is part of the Fuel
Panel item on the Before Start checklist).
- The F/O turns on center fuel pumps after both
engines are started (when there is fuel in the center).
FUEL BOOST PUMP OPERATION: main tank lowpressure lights ON is possible at high pitch attitudes
and low fuel loads.
- When center tank Boost Pump low PRESS light(s)
illuminate, turn corresponding pump(s) off.
-- Intentional dry running of a center tank fuel
pump (CTR L or R FUEL PUMP message on EICAS)
is prohibited.
-- Center Tank Fuel Pump Switches must NOT be
ON unless personnel are available in the flight
deck to monitor Low PRESS Lights.
--Ground Fuel Transfer and De-Fueling procedures
are located in the Systems Section (light test the center
pump pressure lights, monitor the pressure lights,
some restrictions with pax onboard, etc.)
FUEL FOR HOLDING:
-Calculate FOB every 15 minutes when holding.
- 2 engine fuel usage @ max landing wt @ 10,000 ft:
-- 757:
6,760 lbs / hr
-- 767-200 ER:
8,800 lbs / hr
-- 767-300 ER:
9,440 lbs / hr
-- 767-300 ER W: 8,920 lbs / hr
FUEL JETTISON from the Center Fuel tank only:
With SEL 27: approx 1,300 PPM / 60 minutes to empty
a full center fuel tank. (767: SEL Item 27, 767 center
tank UFI is installed on all 767s)
- Jettison Switch - ON
- Nozzle Switches (L & R) - ON
-- FMC recognizes jettisoned fuel, 3 min to update
after fuel dumping is complete, uses totalizer fuel.
- On some 767-300 ERs the electrical power for the aft
cockpit window heat is load shed when jettison is on.
- Advise ATC at start and stop of dumping, do not
dump in circular / holding pattern, try to terminate
dumping at 5,000 ft AGL to minimize environmental
impact
- The FUEL DISAGREE message is not displayed
during jettison.
MIN FUEL OPERATIONS: Open a cross feed valve
during minimum fuel operations.
FUEL: Check that fuel gage shows close to Release
Fuel (plus any ferry fuel) onboard per flight plan. You
can push with less than Release Fuel, do not takeoff
with less than the Min T/O Fuel listed on flight plan or
coordinate with dispatch for a new fuel amount/plan.
10
FUEL PUMP RESETS: Do not reset a tripped fuel

pump or fuel pump control circuit breaker.
LEFT MAIN FORWARD FUEL PUMP = AC, provides
fuel to APU, always on regardless of switch position
with APU on.
- Extra DC fuel pump in left tank is used when no AC
power Is available and the APU switch is out of off.
RIGHT CENTER FUEL PUMP operates with loss of
normal AC on HDG 757 airplanes, not on 767.
(Need the pump, more center tank fuel on the 757)
FUEL PLANS International Enroute RSV Calculations
(FM Pt 1, Sec 17.2-3:
- Straight Release: 5% of FLIGHT time
- B-44 Re-Release: 10% of RELEASE time
- B-43 (SP/RSV): 5% of flight portion without airway
navigation facilities
FUEL SLIP: Confirm that the total fuel required by the
dispatch release is on board and distributed properly.
IRU QUICK ALIGNMENT:
Park Brakes, all 3 IRUs to Align, Enter Position, back to
NAV
- Enter Qxx at gate position [3L] on Position Page
(xx = runway or runway/intersection as identified on the
TPS. Ex: Q08LZ. Line select from [3R] to [4R])
- See VOL 1, SYST, Page 65.11 for complete
procedure.
IRU ALIGN TIMES: 10 minutes for normal ops and 17
minutes for high latitude alignments.
IRU ALIGN LIGHTS will flash:
- Position not entered within 10 minutes
- Wheel rotation during alignment
- Wrong position entered.
-- If IRU alignment is lost in flight the navigation mode
is inop.
IRU SHEDDING / IRUs:
- NON ER / Domestic plane:
- If left and right main AC buses are lost, all 3 IRUs
go to HBB, after 5 minutes left & center shed, right
stays on HBB until battery is dead.
-- If left main AC bus is lost: left & center IRUs go to
the Hot Battery Bus (HBB) and run on DC power, no
time limit since battery charger is still powered from
right AC, right IRU remains on right AC.
-- If right main AC bus is lost, the right IRU operates

on HBB until battery is depleted (approx. 30 min), left &
center remain on left AC
- ER plane:
- If left and right main AC buses are lost, all 3 IRUs
go to HBB, after 5 minutes right IRU sheds, HDG
powers left & center IRU. (If no HDG, left & center stay
on HBB until battery is dead).
-- If left main AC bus is lost, left & center IRUs go to
HBB and stay there (no battery time limit since battery
charger is still powered from right AC), right IRU
remains on right AC.
-- If right main AC bus is lost, (right DC will also be
lost) right IRU operates on HBB and sheds after 5
minutes, left and center IRUs remain on left AC.
IRU DRIFT RATE MAX TOLERANCES: (check 30
sec after last engine shutdown at INDEX / MAINT / IRS
MONITOR)
- Flight < 8 hours: 3 NM/hour
- Flight > 8 hours or flights to / from Hawaii: 2 NM/hour
- No need to check for flights less than 1 hour
- If out of limits leave on for maintenance to
troubleshoot.
IRUs: AC + DC to initialize
- Max GS before taxi = 3 kts / after flight =15 kts
- Performs a short power check
- ON DC = using the Hot Battery Bus
MASTER CAUTION INHIBIT starts at 80 kts, ends at
20 seconds after liftoff or 400 ft.
- If aborting, uninhibited when below 75 kts.
- Amber MC indication and beeps when uninhibited.
MASTER WARNING INHIBIT starts at nose strut
extension, ends 20 seconds after liftoff or 400 ft.
- Red indication.
- Red MW indication and bell when uninhibited
TAKEOFF CONFIGURATION WARNING:
- Indicated by a siren sound.
- When on the ground and either engine is advanced
toward takeoff power and any of the following occur:
- Parking brake is parked
- Stabilizer trim not in the green band takeoff range
- Spoiler handle not in the DOWN detent position
- Flaps not in the takeoff position (leading edge slats
or trailing edge flaps)
- Flap / slat position does not agree with flap handle
position (767)
LANDING CONFIGURATION WARNING:

- Gear NOT down and locked and either:
-- At or below 800 ft RA with either throttle at idle
-- Landing flaps (25 or 30) selected
- The Warning siren can be cancelled by pressing the
ground proximity configuration gear override switch.
STALL WARNING AND STICK SHAKER:
757: If left hydraulic system is pressurized, the leading
edge slats extend to Land position if slats are in
the T/O position (retract to T/O once out of stall).
767: Clean: Stick nudger. (The nudger is inhibited in
flight and on the ground with the flap handle out of the
FLAP UP detent).
- The leading edge slats do not extend to the landing
position.
OVERSPEED WARNING will activate if Vmo or Mmo
limits are exceeded. Warnings include siren, master
warning, OVSP light, Overspeed EICAS message.
ENGINE STARTER RE-ENGAGEMENT:
- 0% N3 / N2 recommended
- 0% - 20% N3 Normal (757)
- 0% - 20% N2 Normal (767)
- Re-engagement is not recommended above 20%
N3 (757) / 20% N2 (767) except in case of fire.
-- Re-engagement above 30% N3 (757) / 30% N2
(767) may result in starter or gearbox damage.
ENGINE VIBRATION: 767: The flight crew shall not
blank engine vibration display during takeoff.
OXYGEN AVAILABLE:
757: 22 minutes
767: 12 minutes
CREW OXYGEN:
- Preflight, watch pressure, hold test for 10 seconds
- Min 1,100 PSI (@ 70 deg F) (1,700 PSI for La Paz)
- See Ops Man Vol 1, Syst, Pg 15.2 for additional
pressure limits.
- Above FL 250: pilot must be on oxygen if the other
pilot leaves his station until he returns at the controls.
- Above FL 410: one pilot must be on oxygen
continuously. Normal / 100% switch to N.
- If a fire extinguisher is to be discharged in the flight
deck area, all flight crew members must wear oxygen
masks and use 100% oxygen with emergency selected
11
O2 Walk Around Bottles: 767-200, 767-300 / Hawaii:

767-200: 3rd right hand Center Overhead bin in F/C
767-300: Last right hand Center Overhead bin in F/C
- Solid State O2 generators: Approximately 20 min of
O2 per bottle in each generator unit; 40 min total time
PBE:
- Good for approximately 15 mins.
- O2 stops flowing after approximately 8-10 mins.
- Pull red ball on the back of the unit to activate flow.
- Blinking green light in bottom of mask = good O2
- Blinking green / red light = no O2
- Blue Dot: good humidity indicator.
-- Any other color: Bad
- Green Tag: unit is sealed properly.
BATTERY START: OM, Vol 1, Systems, Page 45.4
ENGINE STARTER DUTY LIMITS
- 757 engine start duty cycle: 3 cycles of up to 2
minutes continuous operation, run down to zero N3 at
the end of each cycle, (15 minutes of cooling after the
3rd cycle).
- 767 engine start duty cycle: For each minute of
operation cool the starter 30 seconds or Two cycles of
5 minutes continuous operation (10 minutes of cooling
after the 2nd cycle)
ABORTED ENGINE START ON THE GROUND:
- if fuel is introduced and no light off (757: 20 sec, 767:
25sec) or
- EGT quickly nears or exceeds the start limit or
- Oil Pressure not normal at stabilized idle (the red
EGT tic disappears at stabilized idle, engine indications
approx.: 1-2-3-3-5-1 for a 757, 2-4-6-12 for a 767) or
- On a 767 no N1 30 sec after N2 stabilized idle,
-- If any of these occur: do the Fuel Control Switch
Cutoff Memory item and immediately reference the
QRH. Some follow up procedures are in the MEL.
- FYI: motor for 30 sec (757 a minimum of 30 sec
and EGT <100).
- Tailpipe fire: motor until the fire is out.
ENGINE STARTS: (normal duct pressure = 25-51 PSI)

757
767
25 PSI min
21 PSI min
(after valve opens)
(after valve opens)
25% N3 Min
15% N2 Min
<15% N2 abort,
one more try
before calling
maintenance.
Increasing N1, N2 and Oil Press,
<100 EGT - RUN
By approx 60% N2
(0 EGT: use RICH to start,
oil pressure increase
RUN after stabilized)
< 30s N1 indication
- After fuel: abort if no light off within:
20 sec
25 sec
(30 sec in flight)
(45 sec in flight)
EGT 570 deg (red)
EGT 750-870 deg
Momentary (2 sec)
(red) (40 sec)
Starter cutout 47% N3
50% N2
1-2-3-3-5-1
2-4-6-12
- If cold weather (previously defined as an OAT of <5
degrees C) requires a start using the BOTH position,
continue to operate in BOTH.
- After starting engines, do not exceed power required
for taxi for approximately 3 minutes (unless a 757 has
been shut down for >1.5 hours then 5 minutes).
ENGINE IGNITION: Must be on for T/O and landing.
CROSSBLEED STARTS: 757: 65% N3

767: 70% N2
ONE ENGINE TAXI:
- Shut down either engine once clear of the gate /
ramp area during taxi out.
- One engine taxi is not authorized when taxiways are
wet, slippery, in icing conditions, where tight turns in
confined areas may be expected (in or out)
- During one engine taxi (757, left engine shut down) a
grinding noise might be heard in the back of the plane
= PTU working.
REJECT TAKEOFFS BELOW 80 KTS:

- Engine failure (normally accompanied by a YAW)
- Any fire or fire warning (normally accompanied by a
BELL)
- Airplane is unsafe or unable to fly
- Master Warning or Master Caution (normally
accompanied by an aural alert)
- System failure(s), unusual noise or vibration, tire
failure, abnormally slow acceleration takeoff
configuration warning, side window opens
ENGINE COOL-DOWN: After landing allow the

following time limits for the engine hot section to
thermally stabilize prior to engine shutdown:
757: 1 minute. 767: 3 minutes
- Time limit does not apply when shutting down one
engine for single engine taxi-out.
- Do not exceed power required for taxi for, 767: 3
minutes, 757 either 3 minutes (if shutdown <1.5 hours)
or 5 minutes (if shutdown >1.5 hours) prior to T/O
CONTINUOUS IGNITION: Must be on during

moderate / severe turbulence (select CONT position)
- CONT position provides Cont Ignition to selected
igniter
- FLT position provides ignition to both igniters
regardless of which igniter is selected
- IN AUTO, continuous ignition is provided when ENG
ANTI ICE is ON or flap handle is out of zero detent
(based on actual movement of the leading edge slats).
ALTIMETER CHECKS (while on the ground, from Sea
Level to 2,000 ft ASL) Field Elevation vs Altimeter
Tolerance (in feet):
- Pilots CADC Altimeters: +/- 75
- Standby Altimeter or ISFD: -10 / +60
- 757 Capt vs. FO: +/- 40
- 757 Capt or FO vs Standby: +/- 30
- 767 Capt vs. FO: +/- 40
- 767 Capt or FO vs Standby: +/- 40
-- Verify current altimeter pointer agrees with field elev.
- While in RVSM airspace: Capt vs FO: +/- 200 or
operating manual limits, (Vol I, Systems, Pg 60.2
60.3) whichever is less.
- Radio Altimeter is available below 2,500 ft AGL
REJECT TAKEOFFS ABOVE 80 KTS and below V1:

- Engine failure
- Any fire or fire warning
- Airplane is unsafe or unable to fly.
(MX inspection required)
(If above 80 kts and T/O is continued with suspected
flat tire: consider advancing power to maximum thrust
to compensate for increased drag).
12
REJECTED TAKEOFF
- Announce REJECT
- Captain: Without delay, simultaneously:
- Throttles Idle
- Autothrottles Disengaged (at 80 kts throttles go to
THR HOLD)
- Brakes Verify proper operation of RTO autobrakes.
Apply maximum manual braking if AUTO BRAKES
EICAS message is displayed or autobrake deceleration
is inadequate.
- Speed Brakes Manually deploy speedbrakes
- Reverse Thrust Apply maximum reverse thrust
consistent with conditions, be alert for directional
control problem from asymmetrical reverse thrust.
-- Use symmetrical reverse thrust to the extent
stopping requirements permit.
- Continue maximum braking and reverse thrust until
stopping on runway is assured.
(Stop the Plane, Stop the Problem, Stop (talk to)
the People Remain seated, remain seated or
command evacuation if necessary)
(Engine fire ground, technique: fuel control switch
cutoff, engine fire handle pull, rotate to stop)
- First Officer: Verify all of Captains actions above
and call out any omitted action items.
- Control Column Apply forward pressure
- Speedbrakes Call Deployed or No Speedbrakes
- Reverse Thrust Call out No Reverse L/R Engine
or No Reversers
- Speeds Call out 60 kts
- Communicate Call tower and cabin when practical
- When stopped, perform procedures as required
-- ICAO: Use STOPPING T/O vs. REJECTING T/O
ENGINE FAILURE ON TAKEOFF:

- PM: Rotate
- PM: Positive Rate PF: Gear Up
- PF: maintain V2 to V2 + 15 to TPS engine-out
acceleration altitude.
- PF: Above 400 ft: (Runway heading?): Heading
Select or L NAV (if you want to change the roll
mode)
- Declare emergency (Mayday) / state intentions
- After a safe altitude has been attained and the aircraft
is under control (minimum 400 ft AGL) accomplish the
applicable Memory Items of the appropriate QRH
checklist / procedure. Emphasis should be on
containment of the problem. ** Do not rush through
the shutdown checklist and shut down the wrong
engine** Do for any of the following:
-- ENGINE FIRE Warning
-- Airframe vibrations with unusual engine indications
-- Engine Separation
- PF: At TPS engine-out acceleration altitude:
Set Speed (dont change speed in speed window)
- PM: Select vertical speed of 0 to +200 FPM
- With correct rudder pedal or trim input, autopilot may
be engaged (this standardized action is after E/O
altitude Set Speed action)
- PM: Retract flaps on schedule
- PF: At flaps up maneuvering speed call Flight Level
Change, Continuous Thrust (once leveled off, PF
must manually reduce the power or you will accelerate,
because you have no A/Ts)
- PF: Call for Checklist - PM: (read aloud and verify
memory items, then continue to accomplish checklist
items)
- (3 Ts: Align THROTTLES, squawk TA, TEST)
REVERSE THRUST is for ground use only.

- Aircraft must be on the ground, throttles in idle
position
- By 60 kts, initiate movement of Reverse Thrust
Levers to reach reverse idle detent prior to taxi
speed. Position levers full down (forward thrust) when
engines have decelerated to reverse idle.
- Under abnormal conditions, if a longer reverse cycle
is needed to assure safe stopping, a maximum of 50%
N1 may be used down to runway turn-off speed.
ENGINE FAILURE ON FINAL APPROACH:

- If the approach is continued at flaps 30 (due to
short final or stopping distance), increase thrust to
maintain speed and smoothly add rudder.
- If flaps are retracted to 20 (due to better thrust margin
and if the momentary pitch up/increased sink rate is
acceptable) and the approach is continued:
-- Select GND PROX FLAP OVRD (technique)
-- Increase thrust and smoothly add rudder.
-- Increase speed 15 kts over previously set Flaps 25
or 30 final approach speed to achieve at least Flaps 20
VREF + 5 speed.
- If Go-Around: Follow the One Engine Go-Around
procedures. (Go Around, Flaps 5) except if going
around from Flaps 30 single engine, Flaps 20, pitch up
smoothly and make sure airspeed not decreasing.
ONE ENGINE APPROACH:

- One engine inoperative instrument APPROACHES
with the autopilot engaged are permitted.
- Match rudder trim with fuel flow.
- Downwind: VREF + 80 / Flaps 1 Set Speed
- Pilot Monitoring Brief Approach
- Abeam landing runway, no later than base:
Flaps 5 Set Speed VREF + 40
-- (DO NOT USE FLAPS 15 DURING APPROACH).
- On intercept heading select LOC or APP
-- (If you engage 2 or more autopilots after selecting
APP the autopilot system will trim the rudder for you)
- 1 - 2 dots: Gear down Flaps 20
- Set approach speed for flaps 20 VREF + 5 or
VREF + wind component and gust additives.
(Use landing distance data for flap 25 landings, 1.65%
buffer will assure adequate runway)
- Stable airspeed on final with small power changes
ONE ENGINE GO-AROUND:
- Call out Go-Around, Flaps 5
- POWER GO-AROUND. Smoothly push throttles
forward to the firewall while inputting appropriate
rudder (step on the good engine)
- GO-AROUND SWITCHES - PRESS
- ROTATE SMOOTHLY TOWARD 15 deg
- FLIGHT DIRECTOR FOLLOW COMMANDS
- PM: Positive Rate - PF: Gear Up
- SET MISSED APPROACH ALTITUDE
- Above 400 ft: (Runway hd?) HD SELECT or
L NAV
- At or above 1,000 ft AFL
- SET SPEED SET Vertical Speed 0 to +200 FPM
(Do not change the speed in the speed window)
- With correct rudder pedal or trim input, autopilot may
be engaged (this standardized action is after at or
above 1,000 AFL Set Speed action)
- FLAPS - RETRACT on SCHEDULE
- After aircraft is cleaned up: Flight Level Change,
Continuous Power (technique, check/set speed)
- PM pushes FLC and selects CON on TRP
- EPR / N1 SET MAX CONTINUOUS THRUST
ONE ENGINE LANDING WEATHER MINS:
- Weather must be > 1800 RVR or > sm (Cat I only)
13
TWO ENGINE TAKEOFF:

- PM: Thrust Set / 80 kts / V1 / Rotate /
Positive rate
- PF: Gear up
- Above 400 ft Heading select or L NAV
- >1,000 ft AFL: V NAV or FL Change, Set
speed
- Flaps (1, 5, or 15), Verify CLB power
- Retract flaps on schedule
- Adjust stabilizer trim as required

- Rotate at VREF
- Climb VREF +15 to +25 (max deck angle 25 deg)
- PM: Positive Rate - PF: Gear Up
OVERWEIGHT LANDINGS: QRH / Misc / Page 0.25
- You must declare an emergency for any overweight
landing IAW FM Part 1 Sec 19.1-7.
TWO ENGINE GO-AROUND:

- Start advancing throttles towards go-around thrust
and press GA switch.
- Call out Go-Around Flaps 20 or Flaps 5
- Rotate smoothly toward 15 deg, then follow flight
director commands.
- Positive rate, Gear up
- Set missed approach altitude
- Above 400 ft Heading select or L NAV
-Autopilot may be engaged (this standardized action is
after the above 400 feet call for roll mode action)
- Above 1,000 ft Set Speed (Set speed window to
Vref + 80 kts, do not change the GA pitch mode)
- Flaps 5
- Retract flaps on schedule (do not over speed flaps,
technique pull throttles back while leaving A/Ts on)
- Call for or select VNAV or FL CH verify/select CLB
power (technique, say Climb Power if hand flying)
-- If you execute a normal go-around and then get a
Windshear Warning, press the GA Switch again (to
place FDs in windshear recovery mode) and then
complete the Windshear Escape procedure (be sure
to disconnect autothrottles after you press the switch)
- If a go-around is initiated prior to the MAP on the
Jepp chart, then follow the final approach course until
reaching the MAP.
GO-AROUND must be executed if:
- No touch down in the first 1/3 of avail landing distance
- Touch down more than 3,000 ft down the available
landing distance.
- The go-around mode is armed when the glide slope is
captured or when the flaps are out of the UP position.
GO-AROUND PROCEDURE If on the runway:
- Warning: After reverse thrust is initiated, a full stop
landing must be made.
- If you are likely to go off the end of the runway a
touch and go (this procedure) is a much better option
- Disengage autopilot and autothrottles
- Call for Flaps 20
- PM retract speedbrakes (spoiler handle) if necessary
- Advance throttles to GA power
STABILIZED APPROACH with Normal Bracketing

(small corrections): IMC: 1,000 ft AFL
VMC: 500 ft AFL
- Fully configured no later than 1,000 AFL (Gear and
landing flaps)
- Approach Speed (VREF + additives) -5 kts to +10 kts
- On the proper flight path at the proper sink rate
- Engines at stabilized thrust (spooled up)
TOUCHDOWN POINT: First 1,000 2,000 ft beyond
the landing threshold.
TOUCHDOWN ZONE: First 1/3 of the runway or
3,000 ft (whichever is less) of the runway beginning at
the threshold. If this is not accomplished a go-around
must be executed.
- USA landing zone markings (see Land p. 50.11):
-- Large set of bold single stripes start at:
1,000 ft
-- First set of small double stripes start at: 1,500 ft
-- Second set of small double stripes start at 2,000 ft
-- First set of small single stripes start at:
2,500 ft
-- Second set of small single stripes start at: 3,000 ft
WINDSHEAR / MICROBURST ESCAPE
PROCEDURE
Announce ESCAPE
- Autopilot Disconnect
- GA Switch - Press
- Maximum Thrust Aggressively apply
- Autothrottle - Disconnect
- Pitch Simultaneously roll wings level and rotate to
an initial pitch attitude of 15 deg
- Speedbrakes Retract
- Follow Flight Director GA commands if available
-- Pilot Monitoring:
- Verify maximum thrust (FMA should show A/Ts off)
- Verify speedbrake handle down
- Call out any trend towards terrain contact
-- Call out pertinent flight path indications - Radio
Altitude / Vertical Speed / Pitch Attitude (technique)
and also directive commentary when appropriate; for
ex: airspeed increasing, altitude decreasing, pull the
nose up, etc.
-- (If you dont press the GA switch first the auto

throttles will re-engage at a lower power setting)
-- If you execute a normal go-around and then get a
Windshear Warning, press the GA Switch again (to
place the FDs in windshear recovery mode) and then
complete the Windshear Escape procedure (be sure to
disconnect autothrottles)
- ATC - Advise
- The AFDS provides windshear recovery guidance by
means of the normal G/A pitch and roll modes.
WINDSHEAR WARNING ALERTS:
- Detection begins at rotation.
- Enabled below 1500 radio altitude.
- Depending on runway length and limitations, VR may
be increased up 20 kts. Begin rotation no later than
2,000 ft from end of the runway even though the
increased VR speed has not been attained.
MICROBURST ALERT If ATC issues one for the
runway of intended landing, a Go-Around MUST be
executed, and if necessary, Windshear / Microburst
Escape procedures accomplished.
GPWS ALERTS TERRAIN, TERRAIN, PULL UP /
OBSTACLE, OBSTACLE, PULL UP / PULL UP /
TERRAIN, PULL UP / SINK RATE, PULL UP
- Autopilot / Autothrottles - Disconnect
- Throttles Full Forward
- Pitch Rotate to 20 deg
- Speedbrakes Retract
-- (If terrain remains a threat, continue rotation up to
the pitch limit indicator or stick shaker or initial buffet)
-- Pilot Monitoring: Verify maximum thrust,
speedbrake handle down, call out any trend towards
terrain contact. If terrain closure has not stopped,
advise Pilot-Flying to increase pitch as required.
Confirm with Radio Alt that terrain closure has stopped.
- GPWS alerts for: loss of altitude after takeoff / go
around, unsafe terrain clearance when not in landing
configuration, excessive/severe descent rate and
windshear.
- GPWS glide slope alert will stop when back within
1 1/3 dot or you push the GS inhibit button.
- Terrain display only available in Map, Exp VOR and
Exp ILS modes. Terrain data is not available in PLAN
mode.
14
TURBULENCE PENETRATION:
- Lowest of 290 kts / 0.78 M.
- Below 10,000 ft: 250 kts / clean min maneuvering,
whichever is greater.
- (Engine Start select CONT, Autothrottles-OFF,
Autopilot monitor, Seat Belt sign-ON, Engine Anti IceON, make PA, advise ATC)
- Must be on 40 mile range or less with WX/T selected
on weather radar for possible turbulence depiction
TURBULENCE PA:
- Turbulence in Progress or Imminent / No Warning:
Flight Attendants, be seated immediately
- Limited Warning: Flight Attendants, for your safety,
stow your carts and take your seats.
TURBULENCE REPORTING CODES
Turbulence
Level
No Turbulence or Chop
Occasionally Light
Light
Light Occ. Moderate
Code
Turbulence
Level
Code
TB0
TB1
TB2
TB3
Moderate
Mod. Occ. Severe
Severe
Extreme
TB4
TB5
TB6
TB7
WEATHER RADAR: Green: low reflectivity area

(precipitation); Yellow (amber) to Red: higher
precipitation intensity; Magenta: turbulence
- WXR FAIL ANT: IRUs not aligned
- Wx radar switch located on EFIS control
- Range selected by HSI range
- Make decision to avoid wx prior to 40 miles
TAKEOFF IS NOT AUTHORIZED UNDER THE
FOLLOWING CONDITIONS:
- More than 4 of dry snow.
- More than or wet snow, slush or standing water.
- Chunks of hardened snow or ice.
CONTAMINATED RUNWAYS: See PERF - T/O Page 60.1 for definitions and limitations.
COLD WEATHER PROCEDURES / PREFLIGHTS:
- In addition to the exterior walk around inspection,
visually inspect the upper wing surface from the cabin
for contamination during pre-flights when you deem it
necessary (previously this check was required for OAT
of 40 deg F (5 deg C) or colder).
- Do not actuate flight controls if ice exists that could
obstruct movement of the flight controls.
ENGINE ANTI-ICE PROCEDURE ON THE GROUND:

- Turn engine anti-ice ON immediately after starting
each engine.
- If anti-ice is required and OAT < 3 deg C (37 deg F):
-- Run up engines to 60% N1 for approximately 30
seconds every 30 min and a static run up prior to take
off, 60% N1 (advance slowly to avoid overshoot) for
(757): 10 seconds (767): 30 seconds
- Flaps / slats should remain retracted during taxi
until reaching the takeoff runway if the taxiway is
contaminated or freezing precip is continuing after de /
anti-icing.
-- Engine Anti-Ice heats the engine cowling area.
ICING CONDITIONS on Ground / In Flight exist:
- OAT (on the ground and for takeoff) / TAT
(inflight) is 10 deg C (50 deg F) or below and visible
moisture in any form is present (such as clouds,
fog with visibility of 1 statute mile (1600m) or less,
rain, snow, sleet and ice crystals) OR
- When operating on ramps, taxiways, or runways
where surface snow, ice, standing water, or slush
may be ingested by the engines or freeze on the
engines, nacelles, or engine sensor probes.
- When operating in icing conditions during any
part of the flight and the forecast landing temp is
below 10 deg C: the climb limited landing weight
must be adjusted for ice accretion.
- 767-200 ER:: Maintain min 45% N1 > 10,000 ft /
40% N1 < 10,000 ft. when penetrating or operating
in icing conditions in flight except as required for
landing. (3% N1 tolerance is permitted when
operating with autothrottles on)
- Single air source: 70% N1 > 10,000 ft / 55% N1 <
10,000 ft MSL. (anticipation mode of ADP is inhibited)
- Will not be dispatched through known or forecast
severe icing conditions.
- 767 Engine Ice shedding in moderate to severe icing:
-- Advance thrust on both engines, one at a time, to a
min of 70% N1 for 10 to 30 sec every 10 mins.
-- Should vibrations exceedance still exist, advance
throttle momentarily to 90% N1
- If holding in icing conditions or in turbulence maintain
clean configuration.
- After landing do not retract the flaps to less than
Flaps 20 until the flap area is inspected by either
station deicing personnel or flight crew and any ice
accumulation from the flight or slush from the runway is
removed.
ENGINE ANTI-ICE: Engine anti-ice must be ON

during all ground (except during airframe de-icing
operations) and flight operations when icing
conditions exist or are anticipated, except during
climb and cruise when the temperature is below -40
deg C SAT. Engine anti-ice must be ON prior to
and during descent in icing conditions, including
temperatures below 40 deg C SAT.
WING ANTI-ICE: Use above 1,000 ft AGL.
- Do not use if TAT is above 10 deg C
- Do not leave wing anti-ice on all the time in icing
conditions (except as noted below), it is a de-icing
system. Technique is to turn wing anti ice on for less
than one minute at a time.
-- Uses bleed air to heat the leading edge of the wings
--- 757: The 3 mid-wing panels are heated
--- 767: The 3 most outboard panels are heated
- 767: Prior to reducing thrust for descent in visible
moisture and TAT less than 10C, including SAT less
than -40C, engine anti-ice switch must be in the ON
position. At or below 22,000 ft, wing anti-ice selector
must be in the ON position. When these icing
conditions (visible moisture and TAT less than
10C, including SAT less than -40C) are no longer
present or anticipated, place the engine and wing antiice selectors in the OFF (or AUTO) position.
-- Wing Anti-Ice inop on the ground
EVACUATION CREW DUTIES:
CAPTAIN:
- Assist in Cabin
- Assist and direct evacuation, use Megaphone
(megaphone 757: above closet L Forward entry door
767: 2nd left hand center overhead bin)
- Check entire cabin / exit usable door
- Assemble passengers away from airplane
- Keep crewmember with passengers
FIRST OFFICER:
- Take (Hat) and Halon fire extinguisher
- Assess conditions
- Exit via first usable door / Assist outside
- Assemble passengers away from airplane
-- FB Duties: as briefed by the Captain / assist the F/O
15
DITCHING CREW DUTIES: (+/- 45 minutes for F/As

to run their checklist) After Ditching:
CAPTAIN:
- Proceed to forward doors and assist evacuation
- Retrieve megaphone if possible
(megaphone 757: above closet L Forward entry door
767: 2nd left hand center overhead bin)
- Check cabin for passengers
- Retrieve Aft ELT (757: Last Aft Left overhead bin,
767-200: Aft Center divider partition / 300: Storage
forward of aft center lavs) exit via AFT L/R entry door
FIRST OFFICER:
- Proceed to forward doors, open door not already
open, deploy slide
- Retrieve Forward ELT, extra flashlights, if available
(Forward ELT on 757: Forward entry storage space by
1L. Forward ELT on 767: Forward coat closet by
cockpit door)
- Exit through FORWARD L/R entry door
-- FB Duties: as briefed by the Captain / assist the F/O
SLIDE RAFTS are attached to the aircraft with a girt
bar and lanyard.
- Survival kits that need to be attached to the rafts
are located in the left overhead bins closest to the
corresponding emergency exit doors with rafts.
- The overwing exit slides are not rafts.
- 767-200: Only 1 overwing exit on each side
- 757 / 767-300: 2 overwing exits on each side
- 767 overwing exits will blow down the inboard spoiler
because the slides are wider than the 757 wing slides
EMERGENCY EQUIPMENT LOCATIONS
(QRH Misc 34-39)
- Medical kits:
757:
Doghouse door 2R jump seat
767 # 1:
Doghouse, last row, first class
767 E/R # 2: Last row RH overhead bin
- Megaphones:
757 # 1:
Above forward entry storage closet
757 # 2:
Last LH overhead bin
767 # 1:
2nd center overhead bin LH side
767 # 2:
Aft Galley Center divider partition
- ELTs:
757 # 1:
Above forward entry storage closet
757 # 1 EL: In doghouse at last row of 1st class
by 2R jumpseat.
757 # 2:
Last Aft Left overhead bin
767 # 1:
Forward coat closet by cockpit door
767 # 2:
Aft Galley Center divider partition
ADDITIONAL EMERGENCY EQUIPMENT INFO:

- Life vests inflated with CO2, oral inflation tubes as a
backup
- LIFE VEST FLASHLIGHTS: take the plug out to
water activate, lasts up to 8 hours.
- ELT: 48 hours, water activated.
- Flare: Push down on top, pull down on bottom,
unscrew bottom for chain, 45 deg angle, pull chain,
lasts +/-10 seconds.
- Halon fire extinguisher: start shooting at around 8 ft.
- Do not use halon on burning metal fires
- Do not use H2O fire extinguishers on electrical or
grease fires
- Emergency cabin and exterior lights can be turned on
at the flight attendant panel and on the overhead panel
in the cockpit.
EMERGENCY DESCENT (Autopilot use
recommended throughout the maneuver)
Condition: An emergency descent is required
- MCP ALTITUDE SET LOWER
- FLCH SELECT
- THRUST LEVERS - IDLE
- SPEEDBRAKE LEVER FULL AFT
- SEAT BELT SELECTOR ON
- ENG START SELECTORS (BOTH) - CONT
- DESCEND STRAIGHT AHEAD or INITIATE
MODERATE BANK (30 DEG MAX)
- Set target speed to Mmo / Vmo ( = 0.86M / Airspeed
Pointer) - If structural integrity is in doubt, limit
airspeed and avoid high maneuvering loads.
-- If descending in vicinity of high terrain:
Descent below the following altitudes prior to the times
listed can be initiated if the Captain determines that
terrain clearance is assured.
- 757: FL 250 / 19 minutes from mask drop, then
descend to 10,000 ft or MEA, whichever is higher.
- 767: FL 170 / 10 minutes from mask drop, then
descend to 10,000 ft or MEA, whichever is higher.
- If not in a terrain-critical area, immediate descent to
10,000 ft (or lower) is possible if you are certain of your
position and terrain.
- Over Greenland: Before descending below 17,000 ft.
refer to FM Part II Atlantic/Europe AA
OPERATIONAL INFORMATION Flights Over
Greenland (Sec 6 Pg AA 6.13)
-- Do not descend below 14,000 ft. altitude until terrain
height can be verified.
- See TRR column on flight plan for terrain information,

check the Grid MORAs also.
- South American NO FLY ZONES outlined in RED on
charts: 757 flying is NOT restricted through those
zones.
-- Over Greenland Descend as above, however do
not descend below 14,000 ft altitude until terrain height
can be verified.
- Caution! Speedbrakes may automatically retract to
the 50% position when airspeed exceeds: (757): 330
KIAS (767): 320 KIAS. If this occurs, no not extend
speedbrake lever beyond the 50% position until
airspeed is less than: (757): 325 KIAS (767): 315 KIAS
-- Ensure level-off altitude provides adequate terrain
clearance (check Grid MORA)
- Transponder Code 7700
- ATC Call (declare Emergency / Mayday)
- Make PA (use O2, fasten seat belts, advise FAs
when they can remove O2 masks when cabin at or
below 10,000 ft).
- When approaching level off altitude: check speed
brakes retracted
-- (Turn off cabin altitude warning siren/alert: Press
Master Warning/Caution light switch on the glareshield)
EGPWS: Top number on right of screen: Highest
elevation of displayed obstacle or terrain. Bottom
number: Lowest elevation of displayed obstacle or
terrain. Solid Yellow: 40-60 sec. to impact. Solid Red:
20-30 sec. to impact. For more color / altitude
correlations when flying below 2,000 AGL see Ops
Man Vol II / Warning & Alert / and for more info see
OM VOL 1, LIM, Page 10.21
MOUNTAINOUS TERRAIN CLEARANCE
- Loss of an engine in mountainous terrain in South
America is non-ETOPs, therefore, the ENG OUT page
applies as first depicted.
-- Fly the FMC calculated EO SPD to the FMC
calculated engine-out drift down altitude.
- Maintain positional awareness by using the low
altitude charts when around mountainous terrain.
- Use the fix pages to display airway/arrival radials and
MEAs when flying over mountainous terrain to get a
line to fly (using HDG SEL) in case of an emergency.
16
TERRAIN SWITCH to OVRD

- When within 15NM and:
-- Airport has no approved inst app procedure.
-- Longest runway is less than 3,500 ft.
-- Airport / Approach is not contained in EGPWS
airport database.
- If aircraft symbol is not laterally aligned and touching
the runway on the 10nm scale prior to T/O.
- If both FMCs are inoperative or fail in flight.
- If the FMS is in IRS ONLY NAVIGATION
TRR COLUMN ON THE FLT PLAN: Highest actual

terrain height +/- 5 NM from centerline between the two
waypoints listed on the flight plan (same lateral
clearance for Mountainous Terr. Clearance program).
OBSTACLE CLEARANCE ALTITUDES for MEA,

MOCA, Route MORA, Grid MORA: Obstacles up to
5,000 ft: 1,000 ft clearance above obstacle. 5,001 ft or
above: 2,000 ft above obstacle.
- MSA: Minimum Safe Altitude; 1,000 ft obstacle
clearance within 25 NM from the VOR / NDB facility
- MVA: Minimum Vectored Altitude; 1,000 ft obstacle
clearance non mountainous / 2,000 ft mountainous
- MEA: Minimum Enroute IFR Altitude; Lowest
published altitude between charted points within (+/- 4
NM (5 SM) (victor route)) from route centerline that
meets obstacle clearance requirements between those
points and in many countries assures acceptable
navigational signal coverage.
-- If no MEA is listed: MEA = floor of altitude structure
that you are flying in (However, during terminal arrival,
check the low chart MEAs for critical terrain info)
- MOCA: Minimum Obstruction Clearance Altitude (T)
Lowest published altitude in effect between radio fixes
on VOR airways, off-airway routes, or route segments
which meets obstacle clearance requirements for the
entire route segment. Nav aid reception within 22 NM
of VOR (in U.S.) (+/- 4 NM)
- ROUTE MORA: (small a) Route Minimum Off-Route
altitude provides reference point altitude clearance
within 10 NM of the route centerline and end fixes (no
guarantee of nav aid reception).
- GRID MORA: A Grid Minimum Off-Route altitude
provides clearance within outlined section by latitude
and longitude lines. Numbers in brown more accurate.
- MCA: Minimum Crossing Altitude is the lowest
altitude at which an aircraft must cross when
proceeding in the direction of a higher MEA. After
crossing a fix at MCA, maintain a minimum climb
gradient of 200 ft/NM until reaching new MEA to assure
obstacle clearance.
- MAA: Maximum Authorized Altitude
EMERGENCY squawk 7700 / Radio out 7600 /

Hijack ____ .
- MAYDAY (emergency) vs. PAN (urgent call)
- Review country specific emergency procedures,
Captains Emergency Authority procedures.
CONTOUR LINE ELEVATIONS do not provide

altitude clearance. Terrain contours on SA High Charts
start at 8,000 ft. and start out at 4,000 ft increments.
So, on an 8,000 ft contour line there may be terrain as
high as 11,999 ft.
RADIO OUT IMC:

- Route: AVE F Assigned, Vectored, Expected,
Filed.
- Altitude: AME Assigned, MEA, Expected,
whichever is higher.
- Domestic procedures: FM Pt 1, Sec 11.2-5
- ICAO INTERNATIONAL RADIO OUT
PROCEDURES ARE DIFFERENT, see
International FM Pt 2, Emergency Tab, Pages 5/6.
DEPARTURE BRIEFING CONSIDERATIONS:
(Briefed at the gate)
- Designate pilot-flying
- Rejected takeoff considerations
If appropriate:
- Departure procedure (required only if not covered
previously by checklist completion or if revised by
ATC)
- Airport specific engine failure profile
- Takeoff alternate
- Takeoff weather conditions
- Runway surface conditions
- Terrain considerations
- Any other variables associated with the taxi / takeoff
APPROACH BRIEFING CONSIDERATIONS:
- Visual Approach briefing shall include as a min:
-- Identify the landing runway
-- Identify the back-up approach, if available
- NOTES: For visual approaches, runway changes do
not require a new briefing, the back-up instrument
approach need not be briefed.
- Instrument Approach or NIGHT VMC Approach
Briefing shall include as a minimum:
-- Airport and approach name

-- Page number and revision date
-- Briefing strip information
-- Weather minima Visibility, RVR, and Ceiling,
whichever is applicable
- For All Approaches other considerations, if
appropriate:
-- Runway specific engine failure profile
-- Weather considerations
-- Runway surface conditions
-- Terrain considerations
-- LAHSO and / or SMGCS (low visibility taxi
procedures)
-- Any other variables associated with the landing /
missed approach
-- Alternate airport and routing
-- Initial turn off and taxi consideration
BUG SPEED = Approach speed + steady headwind
component + full gust increment (max of 20 kts). Do
not apply wind corrections with a tailwind, just use
approach speed + 5 kts. Autoland is always VREF + 5.
If using Auto Throttles for a Cat I/Visual approach and
setting VREF +5 kts, when you disconnect the A/Ts
(NLT 100 feet above TDZE), you may be slower than
VREF + 5 due to slow responding A/Ts (technique: use
the A/Ts but override as required with small manual
inputs on the thrust levers for more precise speed
control)
OPTIMUM CLIMB SCHEDULE:
757 / 767-200:
300 / .80M
767-300: T/O Weight up to:
300,000 lbs: 300 / .80M
300-350,000 lbs: 310 / .80M
350-408,000 lbs: 320 / .80M
MAX HOLDING SPEEDS:
- 0 - 6,000 ft:
200 kts.
- Above 6,000 ft 14,000 ft: 230 kts.
(May be restricted to 210 kts when depicted on low
altitude enroute chart. If you need to hold above 210
kts advise ATC prior to holding).
- Above 14,000 ft:
265 kts.
- Time: 1 minute < 14,000 ft / 1 min > 14,000 ft
- MINIMUM holding speed:
-- At or Below FL 250: Vref + 80 kts
-- Above FL 250:
Vref + 100 kts
- 3 ways to find holding speeds: FMC Holding Page,
Approach page Vref plus 80/100, Performance Man
17
HOLDING MISC: If given a radial to hold on enter the

radial in the quadrant/radial line of the Hold page
- Slow down 3 minutes prior to fix. If you need to hold
faster advise Center.
- Maintain clean configuration if holding in icing or
turbulence.
- For PANS OPS / ICAO holding speeds use country
page and the FM Pt 2 Air Traffic Control Tab, Pg 248.
- When entering holding, advise ATC of Place, Time
and Altitude (PTA)
- MHA = Minimum Holding Altitude
HOLDING PAGE FIX ETA: The first time that you will
be over the fix after the EFC time. When setting up
the holding page use the B EST SPEED # in 6R and
put that into the SPD/TARGET ALT block at 1R. Dont
forget MIN / MAX holding speeds (listed above)
HOLD AVAIL TIME:
- Basic FMC is from NOW to the holding pattern
(based on current airspeed, so a little off), hold for the
remaining time, and then proceed to the end of the
magenta line, then direct to destination. At destination
it will give you Reserve + Alternate fuel.
- Put a destination approach into the FMC so that your
HOLD AVAIL time reflects a more accurate available
holding time by taking into account fuel needed for the
approach, missed approach to the missed approach
holding pattern, then to abeam the destination airport.
- PEGASUS FMC: the box calculates the required fuel
and time to the holding pattern and does not include
that time as part of your hold avail time. The time
shown in the box is the actual time you have to hold
once you get to the holding pattern, followed by the
ground track listed above.
TAKEOFF LEGALITY CHART: FM Pt 1, Sec 8.2-6
STANDARD THRUST TAKEOFF IS NOT
AUTHORIZED:
(Max thrust required when:)
(SAIL W MAT)
- With Standing water, slush, ice or snow on rwy
(contact dispatch for contaminated RWY corrections
from 1/8 to and > to . T/O above not
authorized) reference Ops Man, Perf, T/O, p. 26-27
- With engine Anti-ice on unless the anti-ice on
message appears below the TPS THRUST / V speed
header.
- When using Improved performance procedures
- If Load closeout weight (TOW) exceeds assumed
takeoff weight (ATOW). However, a new TPS may be
obtained which authorizes standard thrust at the

closeout weight.
- If Wind shear is reported or expected
- With MEL/CDL items containing a takeoff weight
correction unless corrected by TPS.
- When FM-II Airport adv. specifies use of max thrust
- Tailwind
IMPROVED PERFORMANCE:
(Suffix X behind MTOW in V- speed row).
- Uses a faster V2 speed to achieve a heavier max
takeoff weight.
- Shows only one max (most limiting) weight for each
runway in the improved performance portion of the
airport analysis data section..
- Max Thrust required
- MEL/CDL items that include weight correction are
NOT permitted unless TPS T/O data is corrected.
- ENG Anti Ice may be used only if data in the Thrust /
VSPD section are based on ENG A/I on.
- No slush, snow, ice or standing water.
- Takeoff with a tailwind is only allowed if the data in
the Thrust / V-speed section of the TPS is based on a
tailwind.
- TPS BLD A/C will specify OFF (if 757, either APU
OFF or APU). APU means that APU must be
operating for T/O and used to supply pressurization.
Weight decrement for APU is included.
- V SPDs from the performance manual shall not be
used (TPS generated speeds only).
- If Close Out WT exceeds the PTOW and IMP PERF
is required, another TPS must be obtained since IMP
PERF SPDs can only be generated by the TPS.
- 2 deg temp difference limit; see Perf / TPS / Pg 10.5
CIRCLING CATEGORIES:
757 / 767-200 = CAT C = 121-140 kts max, 1.7 nm
protected area (Pans Ops = 180 kts max, 4.2 nm)
767-300 = CAT D = 141-165 kts max, 2.3 nm
protected area.
(Pans Ops = 205 kts max, 5.2 nm)
- Obstacle clearance = 300 ft in protected area.
CIRCLING APPROACH: 1,000 ft ceiling and 3 miles
visibility or charted ceiling / vis, whichever is higher;
1,000 ft AFL (plus field elevation) or charted MDA
(whichever is higher) and rounded up. Use higher
category minimums, if your circling speed is higher
(for example Dom 757 flying 160kts, use Cat D Mins).
- If missed approach: follow missed approach
procedures for the approach flown, initial turn towards
the landing runway. Use caution if within 45 deg of
landing runway to ensure that the turn is made away

from terrain maintain positional awareness.
APPROACH ALTITUDE BUG SETTINGS:
- Visual:
Baro Alt Orange Bug: As Desired
Radio Alt (DH REF): As Desired
FPDS:
As Desired
- Circling: (Set MCP to the same Alt as Baro setting)
Baro Alt Orange Bug: 1,000 ft AFL (+ Field Elevation)
or charted MDA (whichever is higher) and rounded
up to the next 100 ft if not an even number already.
Radio Alt (DH REF): -20
FPDS:
BARO (same math as for Orange Bug)
- Non-ILS:
Baro Alt Orange Bug (DA or MDA + 50 = Minimums)
FPDS:
BARO (DA or MDA + 50 = Minimums)
- CAT I ILS
Baro Alt Orange Bug: DA (DA = Minimums)
FPDS:
BARO (DA = Minimums)
- CAT II
Baro Alt Orange Bug: TDZE (from Jepp Chart)
Radio Alt (DH REF): RA (RA from Jepp = Minimums)
FPDS:
RADIO (DH from Jepp = Minimums)
- CAT III with DH (Land 2 or required by Jepp)
Baro Alt Orange Bug: TDZE (from Jepp Chart)
Radio Alt (DH REF): DH (usually 50 ft = Minimums)
FPDS:
RADIO DH (usually 50 ft = Minimums)
- CAT III AH
Baro Alt Orange Bug: TDZE
Radio Alt (DH REF): 50
FPDS:
RADIO (50)
* FPDS Flat Panel Display System equipped airplanes
must select either RADIO or BARO MINS and set the
data shown in the info above. For example, the
RADIO/BARO Reference Selector on the DCP should
be set to RADIO for a CAT II approach. Refer to
Minimums Altitude Data Entry in SYSTEMS-Flight
instruments, Displays.
AUTOPILOT AND AUTOTHROTTLE OFF by:
- All non autoland approach NLT: 100 feet above TDZE
- Non-ILS approach with VNAV disconnected (for ex., a
GP with MXxx point), AP and A/Ts off NLT: minimums
18
RNAV APPROACHES
- RNAV, RNAV (GPS or GNSS) are for 757 / 767
Pegasus FMC equipped aircraft only, not authorized
with both GPS receivers inoperative.
- RNAV (RNP) are not authorized unless specifically
stated in FM Pt II AA 10-7 pages or on Flight Plan Msg
- RNP requires a 0.3 RNP or below (0.15 is the lowest)
- For any RNP, reach up and put 110.45 on both VORs
When manually entered (CDU, Position, Pg 2) RNP will
remain until deleted/modified.
- RNAV approaches that are pilot constructed (built
using the CDU) are not authorized but the HSI MAP
display may be monitored for general orientation as
long as approach is flown using raw data.
- Do not accept radar vectors direct to any waypoint on
an RF (Radius-to-Fix) leg or to intercept an RF leg.
-- If required, use the waypoint that starts the RF arc
and build a point prior to that waypoint. Ex: XXXX/-1.
This way you maintain the integrity of the RF point.
- Autopilot use is mandatory for RNAV RNP approach
below 0.3, recommended to use if at or above 0.3.
- RNP approaches 180 kts maximum on the FAF
segment (from the FAF inbound), however the
requirement to be Gear Flaps 20 at the FAF or Fully
Configured NLT the procedure turn inbound will
also limit your speed).
Technique for vertical path stability, be fully
configured NLT FAF
-- 757 and 767-200 may use Cat. C or D minimums.
REQUIRED EQUIP FOR CAT II / III APPROACHES:
- See Ops Man Vol 1, Approach / Landing Pg 40.6
TRACKING PERFORMANCE FOR CAT II / III:
- Approach Speed:
+10/- 5 kts
- Glide Slope:
+/- dot
- ADI expanded scale of the Loc: +/- dot
- Go-Around if not within these limits below 50 Alert
Height on a Cat III approach/if not stable any approach
AUTOFLIGHT SYSTEM: May be used to fly the
approach for an overweight aircraft.
AUTOLAND:
- Do not Autoland when procedures require other than
flaps 25 or 30.
AUTOLANDINGS: Select 2 or 3 Autopilots on MCP
LMP status:
- LAND 2 (2 autopilots available, DH required)
- LAND 3 (3 Autopilots available, 50 ft AH no call out)
- Requirements for Cat II or Cat III autolands, see the
charts on pages 40.9 and 40.11
- Runway authorized CAT I / II / III

- Runways must not have a localizer that is identified
as being unusable inside the runway threshold for
automatic landings)
- No autoland if Jepp Chart/NOTAM says Localizer
unusable for rollout guidance (AA Policy, P1 10.3.1, E.)
- Below 200 ft autopilots lock isolated and remain
isolated until autopilot is disconnected
-Plan on a manual go around if you touch down.
WHEN ATC REPORTS RVRS: Compare the latest
ATC reported RVR(s) against the Jepp Chart minimum
RVR (which applies to all controlling RVRs) and the
Ops Manual (TDZ, MID, R/O) RVR requirements and
minimum values required (for each type of approach)
- CAT II Approaches: Autoland always required. May
be flown to a Jepp Chart RVR of 1600, 1200 or 1000
with different Ops Manual RVR requirements.
(use CAT III LAND 2 crew coordination procedures)
- CAT II visual reference at DH is the CAT II lighting
system.
- Cat III Approaches: Autoland always required. May
be flown to a Jepp Chart RVR of 600 or 300 with Land
2 or Land 3 with different Ops Man RVR requirements
- Cat III Land 2, only if the Jepp chart approach min
RVR is 300 RVR, can you land Cat III Land 2 with a
report of 600/400/300 (Mid or R/O may be inop). You
need a TDZ RVR and it must be 600 RVR or better.
-Cat III Land 3 only if the Jepp chart approach min
RVR is 300 RVR, can you land Cat III Land 3 with a
report of 300/300/300 although any one (TDZ, MID or
R/O) can be inop.
CAPTAIN must fly the approach/landing if reported
visibility is less than CAT 1 mins, normally <RVR of
1800 ft (550 m) or <VIS of 1/2 mile. (Part 1, 10.1.8)
unless CKA is the pilot in command.
-- Captain takeoff mins are: RVR 500 or Jepp Chart
T/O mins whichever is higher. Captain will T/O if <1600
RVR or <1/4 sm. Also, below 1,000 RVR all reporting
RVRs are controlling, you need 2 reporting (TDZ, MID
or R/O), F/E is always advisory, and CL and HIRL are
required (P1, Takeoff Legality Table, 8.2.11)
CAT II/III APPROACH: When cleared for approach,
arm APP first and THEN arm remaining autopilots.
CAT II / III CALLOUTS: (Captain flies approach)

CAPTAIN
FIRST OFFICER
NLT 1,000 ft
Standard Callouts, LOC Capture,
GS Capture, Outer Marker/GS
Crossing alt if published. LAND 2 / 3
NLT 500 feet or possibly call out
NO AUTOLAND ASA annunciation
Before landing
check complete
If Required
Go Around
Go Around
<ALERT HEIGHT (AH) 50 ft RA (CAT III / LAND 3 only)
If tracking performance is unsat or if not landing

Go Around
Go Around
At DH (if applicable, Cat III Land 2 50 DH, CAT II DH)
- Go Around
(if visual references not satisfied)
Minimums
Roll Out
- Either pilot calls Centerline if not tracking Localizer

during landing roll. You must disconnect autopilot to
correct back to centerline or to taxi clear of runway.
-- Make sure that the protected area for an Autoland is
actually protected, especially if you are trying to sign off
an aircraft Autoland requirement during VFR conditions
CAT II / III MISSED APPROACH PERFORMED IF:
- Significant navigation radio or instrument failure
- ILS final and localizer or glide slope full deflection
- ASA downgrades below minimum required for
approach (ASA system starts its checks at 1,500 ft)
- No Autoland annunciation
- Failure of required airplane or ground equipment prior
to AH (or prior to DH when using a DH), for example
the autothrottle disengages, loss of GS signal, etc
- Captain determines that a landing cannot be safely
accomplished within the touchdown zone.
- Cat III Go-Around below 50 RA if tracking
performance is not satisfactory
- Not in contact with DH visual references (when using
a DH)
CLIMB GRADIENT of 200 ft/NM = 3.3% climb gradient
standard for T/O (850 FPM at 250 kts ground speed /
1,000 FPM at 300 kts ground speed = 200 ft/NM)
19
NORMAL DESCENT POINTS: (DME, HSI distance)

- DISTANCE: 3:1(300 ft per mile) (works good for
visual approaches, +300 ft AGL per mile from the
end of the runway) For example if level at 488 AFL,
488 AFL 300 = 1.7 miles to NDP (1.5 + 0.2 prior)
VERTICAL TRACK INDICATOR: (TDZE + 50) track
on VTI display, (+/- 400 ft wide)
- If you need to change the threshold crossing height
altitude in the CDU, you must use 4 numbers.
- Warning: if you select a runway and extend, the
VNAV/VTI path may be way too low, until you are on
short final. Add a fix on final with an intermediate alt.
TIMING: Minimums of (488 AFL) 10 = 48.8 seconds
(49) (timing block for 140 kts = 2+14 49 sec = 1+25
to VDP (Timing is rarely used anymore. For V/S
approaches use the VTI, Jepp descent rate, or the
ground speed X 10. To determine the MAP, timing is
not necessary on data base retrieved approaches, use
the map to determine Missed Approach Point (Basic
FMC check DME/DME updating is enabled and
PEGASUS no UNABLE RNP alert)
ENROUTE DESCENTS: 3:1 (3 times your altitude for
distance to start down) 30,000 ft = 90 miles minimum.
VVI CALCULATION: VVI = 1/2 ground speed x 10 =
VVI (500 GS 2 = 250 x 10 = 2,500 VVI)
DESCENT SPEEDS: Set up Descent page with Cruise
Mach/290 KIAS. Domestic must use 290 kts minimum
for descent IAS at the crossover point (coordinate with
ATC if you want to fly a different speed).
BACK COURSE APPROACH:
- Set the localizer front course inbound heading in the
ILS control panel.
- To intercept BC inbound: select B/CRS first, then
select LOC on the AFDS Mode Control Panel.
- Select B/CRS on Standby attitude indicator.
STANDARD CALLOUTS:
- Captain: LNAV Capture / LOC Capture / Glide
Slope Capture / Final Approach Fix / Outer Marker
and OM Crossing Altitude _____ LAND 3, LAND 2
or NO AUTOLAND ASA annunciations if autolanding.
- Pilot Flying: Go-Around at minimums if unable to
land.
- Below (limiting airspeed), Flaps (1,5,15,20,25,30)
- Pilot Monitoring:
- Flap configuration changes Verified prior to flap
activation.
- Transition Level
- 11,000 ft MSL (or FL 110 if transition level is at or
below)
- 1,000 ft AFL (no later than 1,000 AFL) PM says
Before Landing checklist complete / verified by PF.
- Go-Around at 1,000 ft AFL in IMC or at 500 ft AFL in
VMC if stabilized approach criteria are not met or
maintained throughout the remainder of the approach.
- If Automatic Callouts are not made they must be
made by the pilot monitoring (e.g., 100 on a Cat III)
- Normal takeoff or engine failure on takeoff: call out
V2 + 20 (this bug is not displayed on Flat Panel).
- For the additional callouts associated with a particular
approach, refer to the Crew Coordination Procedures
for that approach and the foldout charts.
TRACKING PERFORMANCE / DEVIATION CALLOUTS: A call out will be made anytime any
crewmember observes any of the following deviations.
The pilot-flying will acknowledge the deviation and
make an immediate correction:
- AIRSPEED: With landing flaps: At Approach Speed
(VREF + additives) and outside of the parameters:
--- Maximum Approach Speed: + 10 kts.
--- Minimum Approach Speed: - 5 kts.
- GLIDE SLOPE: - greater than 1/2 dot
- LOCALIZER: - greater than 1/2 dot on LOC
Expanded Scale or diamond touches rectangle (Nonexpanded 1/3 dot deviation) on FPDS
- PATH: VNAV Path deviation
- TRACK: lateral track
- VOR: greater than 2 deg displacement on VOR
(1/2 dot in FULL or EXP VOR mode on HSI)
- NDB: greater than 5 deg displacement on NDB
- SINK RATE: If Below: If descent rate exceeds:
2,000 ft
2,000 fpm
1,000 ft
1,000 fpm
-- Sink rate inside FAF:
1,000 fpm
FINAL APPROACH SEGMENT:
- Precision: On the GS (GS intercept) at the start of
the feather or on the GS (GS intercept) inside the
feather (when lower altitude GS intercept authorized by
ATC) weather can go below minimums, still continue
approach. (Review Final App Segment definitions for
other countries, ex: UK is at 1,000 ft AFL).
- Non-ILS: Starts at FAF or where procedure turn
inbound intercepts final approach course if no FAF.
VOR APPROACH: With a single operational FMC,

during VOR approaches, one pilot must have raw
data from the VOR associated with the approach
displayed on the RDMI, RMI or HSI in the VOR
mode no later than the final approach fix.
- Non ILS Approach, PM prior to FAF, verify MAP
accuracy, check VOR or ADF pointers on RDMI, HSI or
ND.
- Passing the FAF or established inbound with no FAF:
-- ALL FMCs, LOC approach, monitor LOC raw data on
ADI.
-- Basic FMCs monitor VOR or ADF raw data on RDMI.
-- Pegasus FMCs monitor raw data on RDMI if 1 FMC
or 1 GPS.
- For any Non-ILS approach without a FAF (using
procedure turn or teardrop) you must be gear down,
landing flaps, at approach speed NLT the inbound turn.
(See Ops Manual, pages 25.12 and 25.13)
VNAV Path Non ILS Approach: When cleared for the
approach (typically between the IAF and the FAF) and
flaps are out, select MCP altitude (to minimums
rounded up), then select VNAV and immediately select
Speed Intervention and set desired speed.
- Check that the FMA says VNAV Path, after you set
MCP altitude to your minimums (rounded up).
- After the FAF, Before 1000 ft AFL (and at least 300
feet below Missed Approach Altitude), set MCP to the
Missed Approach Altitude.
CATEGORY 1 ILS approach or Non-ILS (using VNAV
Path or V/S) you may not descend below 100 ft
above the touchdown zone elevation using the
approach lights as a reference unless the red
terminating bars or the red side row bars are also
distinctly visible and identifiable.
- Localizer mode can capture with an intercept angle
up to 120 deg.
- GS captures with an intercept angle up to 80 deg.
- CAT I ILS or Cat I Non-ILS APPROACH: Call 100
above and Minimums off of the Baro Altimeter
VISUAL REFERENCES DECISION HEIGHT (DH): for
a CAT II approach is the Category II Lighting System.
For the CAT III approach with a DH, it is the
Touchdown Zone or the Touchdown Zone Lights.
(Without a DH no visual cues are required for a Cat III
landing)
20
VISUAL REFERENCES REQUIRED to descend below

DA or MDA (at least one of the following is required):
- Approach light system (ok for GS, VNAV Path or V/S)
(The pilot may not descend below 100 ft above the
touchdown zone elevation using the approach lights as
a reference unless the red terminating bars or red side
row bars are also distinctly visible and identifiable)
- Runway or runway markings
- Runway End Identifier Lights (REIL)
- Runway lights
- Threshold
- Threshold lights
- Threshold markings
- Touchdown zone or touchdown zone markings
- Touchdown zone lights
- Visual Approach Slope Indicator (VASIs)
LANDING LEGALITY CHART: FM Pt 1, Sec 10.4-1
RVR AT FOREIGN AIRPORTS: Use the AA T/O
legality table (P1, page 8.2-6) or Jepp Chart T/O
requirements, whichever is more restrictive. (Canada
has unique requirements, see P1, page 8.2-5)
TAKEOFF ALTERNATE AIRPORT MAX DISTANCE:
757: < 360 miles 767: < 370 miles
ROUTING to TAKEOFF and DEST ALTERNATES:
Routing is not evaluated for terrain clearance.
TAKEOFF ALTERNATE REQUIRED IF: T/O wx is
below lowest active approach mins for single engine
landing, OR runway lights are inop (non standard) and
vis is below 1 mile or approach mins, if higher.
- Check your Jepp charts and ATIS for actual
approaches that might be available.
(The following are weather requirements for filing
purposes only. Once airborne, all you need is
weather for the approach).
DESTINATION ALTERNATE NOT REQUIRED IF:
- Weather +/- 1 hour of ETA : Ceiling will be at least
2,000 ft above the airport elevation or 1,500 ft above
the lowest published minimum (whichever is greater)
and visibility will be at least 3 miles, or 2 miles more
than the lowest applicable minimums (whichever is
greater), for the instrument procedures to be used at
the destination airport.
- Flight is a domestic flight operation within the 48
contiguous US and District Of Columbia
- The intended destination airport and runways of

intended landing must have at least an operational
CAT II or CAT III approach suitable for operations
being conducted.
- Aircraft and flight crew must be qualified CAT II/III
- Thunderstorms not forecast in either main body or
remarks section +/- 1 hour ETA
- Dispatch / flight crew communications kept up on
delays, etc. that may affect trip fuel.
- Dispatch system to monitor flight and weather must
be working with automatic alerting system.
DESTINATION ALTERNATE IS REQUIRED IF:
- Items listed above not in compliance
- Wind limits exceeded, crosswind component above
30 / 29 kts / icy or slippery runway, snow or slush
depth more than max allowed, volcanic ash. Always
required for flights over 6 hours or flights to Bermuda.
- If re-released and less than 6 hours remain and WX is
above 2,000 ft above airport elevation / 3 miles vis,
dispatch can delete alternate requirement.
- If no alternate is listed on the Flight Plan make sure
that you have HOLD fuel listed on the Flight Plan.
- See Part 1, Sect 6.3-4 for exemptions
NO SIG on weather report = no significant changes to
the current weather conditions are expected.
TAKEOFF ALTERNATES AND DESTINATION
ALTERNATE WX MINS (Wx must exist AT THE ETA
for International flights, +/- 1 hr for domestic flights):
(Refer to FM Pt 1, Sec 6.3-1
- 2 Nav aid approaches: + 200 ft and + mile vis to
highest CAT I mins (approaches to opposite ends of
the same runway ok)
- 1 Nav aid app: +400 ft and +1 mile vis to CAT I mins
ENROUTE ALTERNATE WX MINS (Suitable weather
forecast weather minimums must exist from the earliest
to latest possible landing time)
- 2 Nav aid approaches: + 200 ft and + mile vis to
highest CAT I mins (Nav aids must be on different
runways)
- 1 Nav aid app: +400 ft and + 1 mile vis to CAT I
minimums.
VFR CLOUD CLEARANCES:
- Below 10,000 ft: 1,000 ft above, 2,000 ft to the side,
500 ft below, 3 SM visibility
- At or above 10,000 ft: 1,000 ft above, 1 SM to the
side, 1,000 ft below, 5 SM visibility
RUNWAY REMAINING LIGHTS:

- Centerline:
> 3,000 = white;
3,000 to 1,000 = red / white;
< 1,000 = red (50 ft spacing)
- Runway edge: > 2,000 = white;
< 2,000 = amber (200 ft spacing)
- Runway edge: < 2,000 = red (for runways with
no overrun)
- (Max braking if not a taxi speed by 3,000 ft remaining)
-TDZ lights: white, 100 ft spacing.
- HIRL edge lighting spacing: 200 ft.
- Runway centerline stripes: 120 ft long, 80 ft
between lines.
PILOT CONTROLLED LIGHTING: Click 7 times, good
for +/- 15 minutes / 3-5 clicks to dim. (It will say CTAF
in front of frequency if pilot-controlled)
TOWER LIGHTING:
Ground / Air
Steady Green
Cleared to T/O / Cleared to Land
Flashing Green Cleared to Taxi / Return to Land
Steady Red
Stop / Give way to other A/C
Flashing Red
Taxi Clear of Rwy / Do not Land
Flashing White Return to Starting Point / N/A
Alternating Red & Green Caution / Caution
- Flashing PAPI lights: Runway is occupied
LAHSO: Runway must have ILS, VASI or PAPI
- Wx 1,500 ft / 5 vis. For ILS with PAPI or VASI 1,000
ft / 3 NO LAHSO IF tailwind of 3 kts or greater, wet or
contaminated runway, wind shear reported within 20
min, MEL/CDL weight penalty items or any braking,
anti skid or thrust reversing system inoperative, runway
configuration not in 10-7 page(s).
- Night ops only with approved lighting
- Brief initial go-around from LAHSO tables, specify if
above 1,000 ft (execute published missed or comply
ATC instructions) or below 1,000 ft and in VMC cond.
(comply with ATC instructions) when going around.
STAR ARRIVALS: When cleared the XX Arrival you
can only navigate laterally on the STAR. When ATC
states, descend via the XX Arrival you can navigate
laterally AND descend to meet published altitudes.
-- When not using VNAV for the descent, you must put
step downs in the MCP. When using VNAV you can
set the lowest cleared altitude on the STAR
21
CODED DEPARTURE ROUTE: (CDR) listed on flight

plan- you must manually load waypoints into FMS. If
CDR is listed on the flight plan then the fuel has been
figured in. If not listed, contact dispatch for fuel figures.
STANDARD INSTRUMENT DEPARTURES (SID):
When assigned a SID with a specified required
minimum climb gradient of 5% (300 ft per NM) or
greater, do not select CLB 1 or CLB 2 (technique).
RNAV DEPARTURES: Ensure accurate pre-takeoff
FMS (apex of triangle) and runway symbol positions
are displayed and within limits (laterally, apex between
runway lines and longitudinally, apex near the start of
the runway, see set up, Taxi T/O pages 25.6 and 25.7).
- Significant turns after takeoff, A/P use recommended
- PF use the base of the triangle in 10nm range and
assure that the base is touching the magenta line
(base is one mile wide and 1/2 mile deviation allowed)
- A circled RNAV waypoint star means that you must
FLY OVER that waypoint, cant lead turn. A regular
(not circled) RNAV star waypoint is a FLY BY that
LNAV will lead the turn and might not fly right over the
point. Use caution if off the departure and then cleared
to a FLY OVER waypoint, when you proceed direct it
turns into a FLY BY.
- Use caution that a speed constraint tied to an at-orabove altitude restriction is not dropped prior to
crossing the waypoint.
RNAV ROUTES: Denoted As T Routes.
ROUTE 2: After activating and executing RTE 2 you
must ALSO proceed direct to the next point in front of
you on RTE 2. If you dont you are still flying off RTE 1.
FMC message VERIFY POSITION = more than a 12
mile difference between VOR/DME + FMC position.
INSTRUMENT SOURCE SELECTOR:
- Provides alternate source data for the ADI when
normal sources are not available
3 - FLT DIRECTORS = Selects which FCC will supply
info to FD. Flags: {FD}, loss of command steering Vbars, unable to engage AP or 1 AP disengages
2 - FMC = Selects opposite FMC. Flags: {MAP} {VTK}
Message: Single FMC OPS (map modes must agree)
3 - EFI SIGNAL GEN = Select center symbol
generator, ILS + Radar altimeter. Flags: {blank screen}
{SG} {GS} {LOC} {SPD} {RA} {EXCESS DATA}
3 - IRS =Selects center IRS (IRU). Flags: {ATT} {HDG}
{TRK}
2 - AIR DATA = Select opposite AD computer. Off

flags in Altimeter, Airspeed, MACH, VSI.
-- (767: see Ops Man Vol 1, Systems, Page 60.4,
disconnect AP before switching static air source
switch)
1600 m = 1 mile
2000 m = 1 miles
2400 m = 1 miles
2800 m = 1 miles
3200 m = 2 miles
RVR: (See Vol 1, PB 214)

METERS RVR
75 m
300 CAT III / LAND 3, AH 100 ft RA
(Cat III Land 3 if Jepp minimum RVR is 300 or 600,
then that RVR is Controlling/Controlling/Controlling and
any one transmissometer can be inop)
125 m
400
150 m
500
- RVR reading of M600: the M means LESS than 600
175 m
600
CAT III / LAND 2, 50 ft DH
(Cat III Land 2 if Jepp min RVR is 300, then mins are:
Controlling (600)/Controlling (400) /Controlling (300)
and mid or rollout may be inop)
175 m
600
CAT III / LAND 2, 50 ft DH
(Cat III Land 2 if Jepp min RVR is 600, then mins are:
Controlling (600)/Controlling (600) /Controlling (600)
and mid or rollout may be inop)
200 m
700
1/8 mile
300 m
1,000 CAT II / LAND 2, with DH
350 m
1,200 CAT II / AUTOLAD not req,with DH
(Cat II if Jepp minimum RVR is 1200 or 1000: then 2
transmissometers req: Touchdown is Controlling, no
substitution, mid or rollout are advisory, must have one.
Except in Canada TDZ >1200RVR, MID >600RVR)
400 m
1,400 / mile
500 m
1,600 CAT II
(Cat II if Jepp minimum RVR is 1600: then 1 TDZ
transmissometer is req, it must be Touchdown RVR
and it is Controlling, no substitution)
550 m
1,800 CAT I (ILS AFDS APP mode)
(Cat I if the approach is based on RVR: then you need
1 transmissometer: Touchdown is Controlling, Mid can
substitute for Touchdown, Mid or Roll-out advisory if
reported)
600 m
2,000 / 3/8 mile
650 m
2,100
750 m
2,400 CAT I (ILS raw data)
800 m
mile
Vis > mile RVR not req, if reported must be used
1000 m
3,000 / 5/8 mile
1200 m
4,000 / mile
-- When computing rwy limited max landing weight,
rwy considered wet when vis is less than mile.
1400 m
4,500 / 7/8 mile
1500 m
5,000
LMP STATUS PLACARD SUMMARY
3600 m = 2 miles
4000 m = 2 miles
4400 m = 2 miles
4800 m = 3 miles
LMP STATUS
LOWEST APP
AUTOLAND
NO AUTOLAND
LAND 2
LAND 3
CAT I
CAT III
CAT III
NOT AUTH.
AUTHORIZED
AUTHORIZED
- Review LMP capabilities if you have MEL 22-89 or

22-90 placards.
ASA ANNUNCIATION SUMMARY
App.
Cat.
Lowest
Reported
RVR
ASA
Annunciation
Autoland
CAT
I
As low as
1800 (550m)
Not
Authorized
CAT
I
As low as
1800 (550m)
CAT
II
As low as
1000 (300m)
CAT
III
CAT
III
As low as
600 (175m)
As low as
300 (75m)
NO
AUTOLAND
(1 Autopilot or
Flight Director)
LAND 2 or
LAND 3
(Autopilot or
Flight Director)
LAND 2 or
LAND 3
(1 Autopilot)
LAND 2
(2 Autopilots)
LAND 3
(3 Autopilots)
Authorized
Required
Required
Required
APPROACH TRANSMISSOMETERS REQUIRED:

- FM Pt 1, Sect 10, Page 10.4-2
TAKEOFF TRANSMISSOMETERS REQUIRED:
See FM Part 1, Section 8, Page 8.2-6
- Min vis is 500 RVR, or airport mins as listed in JEPP,
whichever is higher. Capt T/O <1600 RVR or <1/4 sm
PEGASUS: In the event of dual FMC failure, Capt
selects CDU-L and FO selects CDU-R
22
AIR DATA SYSTEM: Pitot static, 1 TAT, 2 AOA

probes, 2 ADCs
EFIS (Electronic Flight Instrument System) consists of
3 symbol generators, 2 control panels, 2 ADIs, 2 HSIs
TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS) RA ADVISORY
- Initiating evasive maneuvers for TAs based only
on information shown on the TCAS traffic display
is prohibited.
- Compliance with an RA is required unless, in the
opinion of the Capt doing so would compromise
the safe operation of the flight.
- Maneuvers in response to an RA which are in the
opposite direction of that advisory are prohibited
unless they are the only means to assure safe
separation.
- Other critical warnings such as stall, windshear or
GPWS take precedence over an RA.
- When the Clear of Conflict advisory is
announced following an RA, the airplane should be
promptly and smoothly returned to the previously
assigned flight path.
- Maneuvers done with Autopilot and Autothrottles OFF
- Monitor Vertical Speed = keep present vertical
speed (climbing, descending, or level)
- Adjust Vertical Speed = continue to keep vertical
speed outside of the red RA regions
- RA issued in turn: smoothly adjust pitch to satisfy RA
commands
- Comply with the RA if there is a conflict between
the RA and air traffic control
- Notify ATC ASAP if responding to an RA and also
report when you return to assigned altitude.
- A DESCEND (fly-down) RA issued below 1,000 ft
AGL should not be followed.
TCAS SYMBOLS
- OTHER traffic symbol: hollow white diamond
- PROXIMATE symbol: filled white diamond
- TRAFFIC ADVISORY symbol: filled amber circle
- RESOLUTION ADVISORY symbol: filled red square
PRM BREAKOUT:
- PF Disconnect Autopilot and comply with instructions
- PM Turn both FD switches off
- PM Turn on his FD switch (in order to make changes)
- PM Set controller-issued altitude and heading in MCP
control windows
- PM Make sure that command bars are correct.
- PM Turn on PFs FD switch
- PF Follow TCAS climb or descend info if given, but
dont fly into the ground.
- You now stay in TA/RA during PRM operations
CONTROLLER PILOT DATA LINK
COMMUNICATIONS (CPDLC): The Aircrew shall
read back via VOICE every ATC clearance for
altitude, heading, speed route and rate of climb
received via CPDLC datalink and shall obtain
confirmation via voice of the correctness of the
clearance from the controlling authority before
executing the clearance.
- Verify altimeter settings obtained via CPDLC prior
to using.
TRANSITION ALTITUDE: When at or below the
transition altitude (or at an altitude on your Jepp Chart)
set the local altimeter.
- TRANSITION LEVEL: When at or above the
transition level (or at a Flight Level on your Jepp Chart)
make sure to set 1013 hp and crosscheck 29.92 mb
- Query ATC if they give you a Flight Level when the
Jepp Chart indicates if should be an altitude.
VOLCANIC ASH:
- Smoke or dust in cockpit, acrid odor similar to
electrical smoke, multiple engine malfunctions, St
Elmos fire / static
- Exit as soon as possible (180 turn)
- Auto Throttle Arm Switch - Off
- Throttles (Both) - Close
- Engine Start Selectors (Both) - FLT
- Recirculation Fan Switches (Both) - ON
- Engine Anti-Ice Switch - ON
- Wing Anti-Ice Switch - ON
- APU Selector (if APU Available) - START
-- Volcanic ash while on the ground:
OPS MAN Vol 1, GEN, Pg 25.1
- Ash must be cleared at least 25 ft from engine inlet.
AIR CARRIER CERTIFICATE and the INSURANCE

CERTIFICATE kept in yellow binder.
DELAY CODES: OPS Man, VOL 1, Syst, Page 36.15
- CODE 57 (99 = never hooked up.)
MISC CODES FOR 767 ACARS BOX: OPS Man, VOL
1, Syst , Page 37.20
INTERCEPT PROCEDURES: FM PT 1, Sec 15.7-1
HF RADIO frequencies not to be used listed in Ops
Man, Vol 1, LIM, Page 10.11
- Do not use the center VHF for ATC
communication with ACARS operational
POSITION REPORT: Required at first waypoint after
Top-of-Climb, every 90 minutes and last waypoint prior
to descent. Basic FMS Enter FUEL / on scratchpad
first, followed by info. Ex: 28.2/TB2/Clear/Abeam
- For Pegasus all you need is turbulence report TBx
and any info you want to send (fuel goes automatically)
SATCOM CALLS: OM Vol 1, Systems Page 35.4
- On Pegasus: OM Vol 1, Page 35.5.
- IRUs must be in ALIGN and NAV for SATCOM to
work on the ground.
MEL: None means an item is required and it must be
normal prior to flight (unless its in the NEF, located in
the back of the E6). MEL is used on the ground to
determine dispatch legality and requirements, once
airborne reference and use QRH procedures.
WHERE TO FIND EICAS MESSAGE INFO:
EICAS ALERT MESSAGES: Ops Man Vol II, back of
each Section
EICAS STATUS MESSAGE: Vol 1, Systems, Pg 85.5
EICAS MESSAGE: MEL Section 6, Page XII
EICAS CDU MESSAGE: QRH, Emer/Abnorm Index -i
CDU ADVISORY OR ALERTING MESSAGE:
STATUS CUE MESSAGE:
SEL Items: Ops Man, Vol I, Systems, Page I0.1
MTOW SUFFIXES: S: Structural Limit / A: Load
Agent Adjusted for Bleeds / Winds / L: Landing Wt.
Limited / T: T/O limit Wt. / D: Dispatch Adjusted / E:
Enroute limits / X: Improved Performance
23
DOMESTIC FLIGHT PLANS: Q: RVSM+RNAV

capable, authorized any SIDS/STARS E/F/G/Rnav.
Filed as W: RVSM capable, but only authorized to fly
conventional SIDS/STARS
JEPPSEN Symbols on any chart: Domestic FM Pt II,
Route Procedures Tab.
- NOTAMS: FM Pt 1 Section 6.6-3
DISPATCH REPORTS: Notify dispatch immediately
for the following events: FM Pt 1, Sec 18.1-1
FLIGHT DECK DOOR CHECK: Accomplish PreFlight Check prior to 1st flight of the day, (OM VOL
1, Systems, Page 15.1)
- If the Left Main DC Bus is unpowered, place the
Flight Deck Access System Switch in OFF and use
the deadbolt to lock the door. The deadbolt
position allowing access with a key is to be used
on the ground only.
FIRST FLIGHT of the day items: OM Vol 1, Pre-Flight
Page 10.8 (lights are Position and Anti-Collision only)
- Cold Weather Preflights were previously required
below 40 deg F (5 deg C) see Study Guide Page 13
Col 2
POST FLIGHT INSPECTION: Required when an
asterisk immediately follows the destination airport
identifier on the heading section of the Flight Plan.
- Do a walk-around, an ENGINE FIRE TEST, and
report any discrepancies.
COLLECT CALL back to SOC: FM Pt 1, Section 2.3-8
SPECIAL SQUAWK CODES: Enroute section of South
America Flight Manual Part 2
STATIC WICKS: Wing Tip Vert Fin Horiz Stab
757:
6
7
6
767:
9
7
7
- International flights require at least 15 total, 3 of
outboard 5 required.
WINGLETS 757:
- PEGASUS FMC aircraft, on the IDENT page verify
the MODEL as 757-200W. A Non-Pegasus aircraft
will show a drag factor of 3.5 on IDENT page.
WINGLETS 767:
- PEGASUS FMC aircraft, on the IDENT page verify
the MODEL as 767-3003W
NAV DATA BASE effective dates are found on the

IDENT page. Effective time for the new info is after
0900Z. Ensure active data range encompasses the
planned departure time with the date change effective
0901Z.
and/or procedures guidance always refer to, and

follow, the appropriate approved manual.
FMC NAVIGATION CLEARANCE ENTRIES:

PLACE Radial/Dist = MIA147/10
- PLACE Radial/Place Radial = MIA020/FLL090
(Use direct intersect key, load into DIRECT TO box)
- For LAT/LONG entries do not use a slash, for
example: N3739.5W08245.8
- Along track waypoint: Point/Distance if after point,
Point/-Distance if before point, place over existing point
on legs page.
Special thanks to Robert Hayhurst and all the other

pilots that help keep this study guide up to date with
their inputs. We do our best to keep it updated, but the
material may be out of date. Please contact us with
any changes, corrections, additions or suggestions at
www.FLIGHTLOGS.com
or email us at: NCISProducts@gmail.com
FLIGHT DIRECTOR FAILURE: FD flag on ADI and

loss of command bars
- Bank angle limit in Auto mode: 15 25 deg
We do not assume responsibility or liability for any

of its contents or use.
Once again, FOR STUDY PURPOSES ONLY
2014. All rights reserved.
REVISIONS RECORD:
- Please check the AA Pilots website (Kitbag, 757/767)
for the latest manual and FRED revisions.
FLIGHT RECORDER automatically turns on when

either engine is running.
MISC:
- ADF: Dual ADF system, single control panel
- ADF bearing can be selected for display on the RMDI
- RMDI receives primary heading signals from the
opposite side IRS
- Alternate heading info comes from the center IRS
- Marker Beacon is part of the left VOR
- VORs automatically tuned by the FMC when related
HSI mode selector is in MAP
- GPS receivers contained in the Multi Mode Receivers
- When power is first applied to the FMS the Ident page
comes up.
CHECK WWW.FLIGHTLOGS.COM FOR THE DATE
ON THE LATEST STUDY GUIDE UPDATE. YOU
CAN NOW DOWNLOAD THE LATEST UPDATE
DIRECTLY FROM THE WEBSITE.
THIS STUDY GUIDE HAS NOT BEEN ENDORSED,
NOR HAS IT BEEN REVIEWED BY ANY AIRLINE.
FOR STUDY PURPOSES ONLY.
Items in RED = Red Box Items.
BLUE = Limitations Memory Items.
(asterisks used to highlight Limitations in case you can
not print in color)
The material contained in this guide is cursory and
should only be used as a memory jogger. For
complete systems information and for exact wording
SUBJECT
ABORTED ENGINE START
AC POWER LOSS RIGHT MAIN AC
AILERON INFO
AILERON TRIM LIMITS
AIR CARRIER CERTIFICATE
AIR CONDITIONING INFO
AIR DATA SYSTEM
AIR DEMAND PUMP (ADP)
AIRSPEED UNRELIABLE
ALTIMETER LIMITS SEA LEVEL
ANTI SKID SYSTEM
APPROACH ALTITUDE SETTINGS
APPROACH BRIEFING
APU FIRE SWITCH
APU FIRE PROTECTION
APU HOURS PEGASUS
APU INFO
APU STARTER DUTY CYCLE
PG
2
7
9
9
23
4
23
8
2
12
8
18
17
5
5
5
5
5
COL
1
3
2
1
3
3
1
1
2
3
3
3
2
3
2
1
2
2
24
ASA ANNUNCIATION SUMMARY

AUTO BRAKES ARMED
AUTO BRAKES DISARMED
AUTO SPEED BRAKE WARNING
AUTO SPOILERS
AUTOFLIGHT / AUTOLAND SYS
AUTOLAND STATUS WINDOWS
AUTOLAND WIND LIMITS
AUTOLANDINGS
AUTOPILOT USE
AUTOTHROTTLE USE
BACK COURSE APPROACH
BATTERY POWER
BATTERY START
BLEED LIGHTS
BRAKE COOLING AIRBORNE
BRAKE COOLING CHART
BRAKE INDICATOR PIN LIMITS
BRAKE PRESS - ACCUMULATOR
BRAKE SOURCE LIGHT
BRAKES CAPPED
BRAKES HYDRAULIC SOURCES
BRAKES RESERVES
BRAKING ACTION CODES
BRAKING ADVISORIES
BUG SPEED
BUS TIE PRIORITIES
CABIN ALT / DEPRESSURIZATION
CABIN ALT WARNING LIGHTS
CABIN PRESSURIZATION
CAPTAINS LANDINGS - RVR MINS
CARGO COMPARTMENT FIRE
CAT II / III MISSED APPROACH
CAT II / III APPROACHES
CIRCLING APPROACH
CIRCLING CATEGORIES
CLIMB GRADIENTS
CLIMB SCHEDULE / OPTIMUM
CODED DEPARTURE ROUTE (CDR)
COLD WEATHER PREFLIGHTS
COLLECT CALL BACK TO COMPANY
CONTAMINATED RUNWAY
CONTINUOUS IGNITION
CONTROLLER DATA (CDPL)
COUNTOUR LINE ELEVATIONS
CROSSBLEED STARTS
CROSSWIND LIMITS
DC POWER
DECISION HEIGHT VISUAL REFS
DELAY CODES
DEPARTURE BRIEFING
DESCENT POINTS
22
8
9
6
10
19
9
4
18
9
9
19
7
12
4
9
9
8
8
8
9
8
8
9
9
17
7
2
4
4
19
6
19
19
18
18
19
17
22
15
24
15
12
23
17
12
4
7
20
23
17
20
3
3
1
3
1
1
2
1
2
2
3
1
2
1
2
1
1
2
2
3
1
3
3
1
1
3
2
1
2
2
2
1
3
3
2
2
3
3
1
1
1
1
3
2
2
2
1
3
3
3
2
1
DESCENT SPEEDS
DESTINATION ALT NOT REQUIRED
DESTINATION ALT REQUIRED
DESTINATION ALT WEATHER MINS
DISPATCH REPORTS
DITCHING CREW DUTIES
DUAL ENGINE FAILURE (767+757)
DUAL ENGINE FAILURE AIRSPEEDS
EEC / ELC
EFIS
EGPWS READINGS
EGT LIMITS
EICAS MESSAGE INFO
EMERGENCY BRIEF - TEST
EMERGENCY DESCENTS
EMERGENCY DESCENTS TERRAIN
EMERGENCY EQUIPMENT LOCAT.
EMERGENCY EQUIPMENT INFO
EMERGENCY SQUAWKS
ENG OVHT MESSAGE
ENGINE ANTI-ICE GROUND
ENGINE ANTI-ICE PROCEDURES
ENGINE COOL DOWN LIMITS
ENGINE FAILURE ON FINAL
ENGINE FAILURE ON TAKEOFF
ENGINE FIRE SWITCH
ENGINE FIRE / SEV DAMAGE / SEP
ENGINE IGNITION
ENGINE LIMIT DISPLAY MARKINGS
ENGINE LIMIT / SURGE / STALL
ENGINE PRIMARY INDICATORS
ENGINE START INTERRUPTIONS
ENGINE START LIMITS
ENGINE START TEMP LIMITS
ENGINE STARTER DUTY LIMITS
ENGINE STARTER RE-ENGAGE
ENGINE VIBRATION
ENROUTE ALTERNATE MINS
ENROUTE DESCENTS
EQUIPMENT COOLING LIMITS
EQUIPMENT COOLING OVERHEAT
ETOPS FLIGHTS
ETOPS MAINTENANCE ENTRY
EXTERNAL POWER
FINAL APPROACH SEGMENT
FIRE TEST - LIGHTS
FIRST FLIGHT OF THE DAY ITEMS
FLAPS ALTERNATE FLAPS
FLAPS AUTHORIZED FOR T/O
FLAP 1 SETTINGS
FLAP LOAD RELIEF BLOW UP
FLAP LIMITS
20
21
21
21
23
16
2
2
3
23
16
3
23
3
16
16
16
16
17
4
15
15
12
13
13
5
2
12
3
2
3
12
12
3
12
11
11
21
20
5
5
28
28
7
20
5
24
6
6
6
6
6
1
1
2
2
2
1
2
2
3
1
3
2
3
1
2
2
1
2
2
2
2
3
2
2
2
3
3
3
2
3
2
1
1
2
1
3
3
2
1
1
1
2
3
2
2
3
1
2
2
2
2
2
FLIGHT CONTROLS
FLIGHT DECK DOOR CHECK
FLIGHT PLANS Q AND W
FLIGHT RECORDER
FMC ROUTE ENTRIES
FMC - VERIFY POSITION
FUEL BOOST PUMP LIGHT
FUEL CONFIGURATION LIGHT
FUEL MIN DISPATCH
FUEL FREEZING POINTS
FUEL IMBALANCE
FUEL JETTISON
FUEL LOADING LIMITS
FUEL PLANS
FUEL PUMP CB RESETS
FUEL PUMPS - CENTER TANK
FUEL PUMPS LEFT MAIN
FUEL PUMPS RIGHT CENTER
FUEL SLIP
FUEL TANK - MIN TEMPS
FUEL TANK QUANTITIES
FUEL TANK TEMP READINGS
FUEL USAGE
FWD EQUIPMENT SMOKE LIGHT
G LIMITS
GENERATOR DRIVE LIGHTS
GENERATOR LOSS
GLIDE SPEEDS
GO-AROUND MANDATORY
GO-AROUND ON THE RUNWAY
GO-AROUND ONE ENGINE
GO-AROUND TWO ENGINE
GPWS ALERTS
GROUND EVACUATION DUTIES
GROUND HANDLING BUS
GROUND SERVICE BUS
HAZMAT
HF RADIO NO-NO FREQUENCIES
HIGH ENERGY (H/E) BATT. FIRE
HOLD AVAILABLE TIME
HOLDING FIX ETA PAGE
HOLDING FUEL
HOLDING SPEEDS
HYDRAULIC DRIVEN GENERATOR
HYDRAULIC HEAT EXCHANGERS
HYDRAULIC LIMITS
HYDRAULIC PUMP RIGHT ELEC
HYDRAULIC STANDPIPES
HYDRAULIC WARNING LIGHTS
ICING CONDITIONS
IMPROVED PERFORMANCE
INSTRUMENT APP. EQUIPMENT
6
24
24
24
24
22
10
10
11
10
10
10
10
11
11
10
11
11
10
10
10
10
10
6
4
7
7
2
14
14
13
14
14
15
7
7
6
23
5
18
18
10
17
7
8
8
8
8
8
15
18
18
3
1
1
2
2
1
3
2
1
2
2
3
1
1
1
2
1
1
3
2
1
2
1
1
1
3
3
3
1
1
3
1
3
3
2
2
1
3
3
1
1
3
3
3
1
1
2
1
1
2
2
3
25
INSTRUMENT SOURCE SELECTOR

INSTRUMENT TRANSFER BUSSES
INSURANCE CERTIFICATE
INTERCEPT PROCEDURES
IRU ALIGN TIMES
IRU DRIFT RATES
IRU QUICK ALIGN
IRU ALIGN LIGHTS / INFORMATION
IRU SHEDDING
JEPPSEN SYMBOLS
LAHSO
LANDING CONFIG WARNING
LANDING GEAR LIMITS
LANDING LEGALITY CHART
LANDING LIGHTS
LAV SMOKE
LMP STATUS PLACARD SUMMARY
MASTER CAUTION INHIBIT
MASTER WARNING INHIBIT
MAX ALTITUDES
MAX AIR SPEEDS: VMO / MMO
MEL NONE
MICROBURST ALERT
MIN FUEL OPERATIONS
MISC CODES FOR 767 ACARS
MDA VISUAL REFERENCES
MNPS AIRSPACE
MOUNTAINOUS TERRAIN
MTCP SINGLE ENGINE FAILURE
MSA / MVA / MEA / MORAS, ETC.
MTOW SUFFIXES
NAT TRACKS
NAT TRACKS - DIVERTS
NAV DATA BASE
NO SIG WEATHER
NON-ILS APPROACHES
NORTH AMERICAN ROUTES (NAR)
NOSE WHEEL STEERING
OBSTACLE CLEARANCE ALTITUDES
OIL BURN
OIL DISPATCH LIMITS
OIL PRESSURE
OIL TEMPERATURE
ONE ENGINE APPROACH
ONE ENGINE GO-AROUND
ONE ENGINE LANDING WEATHER
ONE ENGINE TAXI
OVERBOARD EXHAUST VALVE
OVERSPEED WARNING
OVERWEIGHT LANDINGS
OXYGEN AVAILABLE TIMES
OXYGEN LIMITS / CREW
22
7
23
23
11
11
11
11
11
24
21
11
7
21
7
6
22
11
11
4
3
23
14
10
23
21
28
16
16
17
23
28
27
24
21
20
28
7
17
5
5
5
5
13
13
13
12
4
11
14
11
11
1
3
3
3
1
2
1
1
1
1
3
3
1
1
2
1
3
2
2
1
3
3
3
3
3
1
1
3
3
1
3
1
1
1
2
3
1
1
1
1
1
1
1
3
3
3
2
3
3
2
3
3
OXYGEN WALKAROUND BOTTLES

PBE
PEGASUS DUAL FMC FAILURE
PILOT CONTROLLED LIGHTING
PITCH ENHANCEMENT
PNEUMATIC DUCT PRESSURE
PNEUMATIC ISOLATION VALVE
POSITION REPORTS
POSTFLIGHT INSPECTION
PRM BREAKOUT
PTU
RADIO OUT IMC
RAT DEPLOYMENT - 757
RAT / RAM AIR TURBINE SPEEDS
RECIRC FAN LIGHT
RE-DISPATCH PROCEDURES
REJECTED TAKEOFFS
REJECTED TAKEOFF ABOVE 80 KTS
REJECTED TAKEOFF BELOW 80 KTS
REVERSE THRUST
RIGHT MAIN AC BUS
RMDI
RPM LIMITS
RNAV APPROACHES
RNAV DEPARTURE
RNAV ROUTES
ROUTE 2
RUDDER RATIO LIGHT
RUDDER TRIM
RUNWAY MIN REQUIREMENTS
RUNWAY REMAINING LIGHTS
RUNWAY SLOPE LIMITS
RVR AT FOREIGN AIRPORTS
RVR CONVERSIONS
RVSM AIRSPACE
SATCOM CALLS
SLIDE RAFTS
SNOW, SLUSH, WATER LIMITS
SPEED BRAKES
SPEED BRAKES EXT MESSAGE
SPEED BRAKES LOAD ALLEVIATION
SPOILER LIGHT
SQUAWK CODES / SPECIAL
STAB TRIM LIGHT
STABILIZED APPROACH
STABILIZER TRIM INDICATOR
STALL WARNING
STANDBY FLIGHT INSTRUMENTS
STANDBY POWER
STANDARD CALLOUTS
STANDARD INST. DEPARTURE
STANDARD THRUST NOT AUTH
12
12
22
21
6
4
4
23
24
23
8
17
8
8
4
28
13
12
12
13
7
23
3
19
22
22
22
9
9
3
21
3
21
22
28
23
16
15
6
7
6
9
24
6
14
9
11
9
7
20
22
18
1
1
3
3
3
3
3
3
1
2
1
2
2
2
3
1
1
3
3
1
3
1
3
1
1
1
1
3
3
1
3
1
1
2
1
3
1
1
3
1
3
3
1
3
2
3
3
1
2
1
1
1
STAR ARRIVALS
STATIC WICKS
STERILE COCKPIT
TAKEOFF ALTERNATE MAX DIST
TAKEOFF ALTERNATE REQUIRED
TAKEOFF ALTERNATE ROUTING
TAKEOFF ALTERNATE WEATHER
TAKEOFF CONFIG WARNING
TAKEOFF LEGALITY CHART
TAKEOFF NOT AUTHORIZED
TAXI RPM LIMITS
TCAS RA ADVISORY
TCAS SYMBOLS
TERRAIN SWITCH TO OVRD
TIMED APPROACHES
TIRE PRESSURES
TOUCHDOWN POINT
TOUCHDOWN ZONE
TOWER LIGHTING
TRACKING PERFORMANCE CAT II/III
TRACKING PERFORMANCE NON ILS
TRANSITION ALT / LEVEL
TRANSMISSOMETERS / APPROACH
TRANSMISSOMETERS / TAKEOFF
TRR COLUMN
TURBULENCE PA
TURBULENCE PENETRATION
TURBULENCE REPORTING CODES
TURNING RADIUS
TWO ENGINE T/O PROFILE
TWO ENGINE GO-AROUND
UNPRESSURIZED FLIGHT
VERTICAL TRACK INDICATOR
VFR CLOUD CLEARANCES
VISUAL REFERENCES (DH)
VISUAL REFERENCES (MDA)
VNAV PATH NON-ILS APPROACH
VOLCANIC ASH
VOR APPROACH LIMITS
WATRS AIRSPACE
WEATHER RADAR
WEIGHT LIMITS
WHEEL WELL FIRE
WIND LIMITS
WINDS ALOFT UPDATE TIMES
WINDSHEAR / MICROBURST
WINDSHEAR WARNING ALTITUDE
WING ANTI-ICE
WINGLETS 757
WINGLETS 767
WINGSPAN
YAW DAMPERS
21
24
4
21
21
21
21
11
18
15
3
23
23
17
20
7
14
14
21
19
20
23
23
23
17
15
15
15
3
14
14
4
20
21
21
21
20
23
20
28
15
3
7
4
4
14
14
15
24
24
3
7
3
1
1
1
1
1
2
2
1
1
3
1
1
1
1
1
2
2
3
1
2
2
3
3
2
1
1
1
1
1
1
2
1
2
1
1
3
2
3
1
1
1
1
1
1
2
3
3
1
1
1
1
26
(PAGES 27 28 DESIGNED TO BE LAMINATED BACK TO BACK)
DIVERT FROM NAT TRACK:

The pilots judgment shall determine the
sequence of actions to be taken, having regard to
the prevailing circumstances. Take action as
necessary to ensure the safety of the aircraft. If
immediate action is not required, a revised
clearance shall be obtained, whenever possible,
prior to initiating any action. If you are able to
maintain altitude and speed and are diverting
due to a dire medical condition, aircraft fire, etc,
once you are 10 NM off-track you can climb /
descend 500 ft and cut across tracks. Make
sure to announce and coordinate actions.
Otherwise (Single Engine, etc):
PILOT FLYING: Keep flying and:

HDG SEL at least a 45 degree turn, usually
in the direction of your divert base. If your
divert base is behind you try using 180 deg.
RTE OFFSET of L or R 15. On FMC press
the ROUTE key. Select RTE OFFSET of L or
R 15 (Atlantic or Pacific)
ARM LNAV approaching the offset if
alternate is ahead of airplane.
USE HDG SEL if alternate is behind
airplane, continue turn and fly offset with
HDG SEL. If you are diverting to a point
behind you, the offset dashed line only goes
back as far as your last waypoint.
SET LOWER ALTITUDE in the MCP
window. If unable to maintain altitude
(engine out, etc., set lower altitude in the
MCP altitude window at or below EO MAX
altitude (20,500 ft suggested).
VNAV CRZ: CO SPD. Once established on
the offset select CO SPD on VNAV CRZ
page (if aircraft integrity allows) (ETOPS
profile based on M.80/320 kts) at 5L.
If single engine: do NOT use the FMC ENG

OUT page.
Seat belt sign ON
- Brief flight attendants: This is your TEST briefing

- Type of Emergency + get any info you need from
them, advise of any possible issues effecting the pax
cabin or possible landing control problems and to do:
The F/A Planned Emergency Checklist (anticipating
possible evacuation or control problems) or
The F/A 30 Sec Review (anticipating normal landing)
- Evacuation (if anticipated) + discuss any special
considerations that may effect the use of exits.
- Signal (if necessary) will be the Command
Evacuation Siren or if thats not working, Easy Victor
repeated 3 times on the PA
- Time to landing + let them know if the Brace, Brace,
Brace call will be used, tell them youll make a PA and
ask if they have any questions.
Transponder to 7700
- Dump Fuel?
Call ATC - MAYDAY / PAN on ATC

frequencies, 121.5, 123.45, HF or other
means available.
- Update divert weather information
-- MAYDAY / PAN x 3,
- AA_____, B-757 / 767,
- Position ____N, ____W
(or position on Track ____),
- Departing to the (North / South) of track to
offset track, heading (East / West),
- At FL ___ (descending to FL ___),
- Diverting to _____.
- Declaring an emergency due to ____
- New Oceanic Clearance:

-- Annotate changes on flight plan and update
FMC.
-- Pilot-Flying (PF) and Pilot-Monitoring (PM) will
conduct an independent review of the Oceanic
Clearance.
-- The PM will compare the Oceanic Clearance
(OC) to the FMS and note any changes. The PF
will compare the OC to the FMS; any differences
will be immediately changed in the FMS by the
PF while the PM confirms the accuracy of the
changes. One pilot will read aloud the waypoint
names from the FMS while the other pilot checks
them against the OC and the Master Flight Plan.
Consider FLCH until below the tracks (FL

280), then go back to VNAV.
Once below the tracks (FL 280) select ALT
page and select Divert Now to your
alternate and then Execute/ LNAV. To get
rid of Offset re-select destination/waypoint
into the LEGS scratchpad, re-select to 1L and
execute.
Exterior lights ON
(engine failure, cabin depressurization, medical, etc.)
Continue with the offset until below the

floor of the tracks (FL 280).
Once below the tracks at an altitude that
you can maintain (below FL 280) level off
+/- 500 ft from cruise altitudes.
PILOT MONITORING:
- Accomplish appropriate checklist
- Call additional crewmember(s) back to cockpit
-- FB / FC Duties?
- Brief flight attendants (TEST)
TEST EMERGENCY LANDING BRIEF (QRH 0.18):
- Advise Dispatch via Satcom or free-text

message, get a new flight plan.
- Once youve executed Divert Now, arrivals and

approaches at the divert airport will be available
via the DEPT/ARR page.
-- Select the approach and arrival and prepare to
brief the approach.
- If over Greenland / cold destination see QRH
Maneuvers, Page 1.8 / 1.9.
- See Page 2 of Atlantic Orientation Map 1 / 2 for
additional information.
27
RVSM INFORMATION:
RNAV ROUTES: Denoted As T Routes.
MNPS: X on top of FLT plan = plane is
certified for MNPS airspace (28,500 42,000 ft).
WATRS Airspace: You can only deviate 1
OR 2 miles RIGHT of course for wake
turbulence. Same weather deviations
restrictions as RVSM airspace. Use LNAV
for offset.
NAT TRACK: (OM Vol 1 Systems, Pg 38.6)
- Eastbound: must be at 30 W by 0800 Z
- Westbound: must be at 30 W by 1800 Z
- Compare track message with oceanic
portion of the body of the flight plan
- When comparing FMC waypoints, read
from screen and compare to body of flight
plan.
- Squawk 2000 30 min past track entry.
Squawk 2100 prior to entering Bermuda
TMA.
- Do not enter Shanwick OCA without a
clearance.
- Update time if 3 min or more off waypoint
estimate.
- Allowed to deviate only RIGHT of
centerline for 1 NM OR 2 NM (not to exceed
2 NM) for wake turbulence (use FMC offset,
not heading). Must return to centerline by
oceanic exit point.
- If flying above 66N supplemental oxygen
required. Be sure to brief Flight Attendants
- Be careful of minimum fuel temperature
limits
- If on Random Route, weather reports no
longer mandatory
- Notify dispatch if track is changed (+/4,000 ft or 100 NM) from flight plan (FM Pt 1,
Sec 11, Page 11.1-2)
RE-DISPATCH procedures: Re-dispatch

should occur two hours prior to re-release
point. Start to contact dispatch one hour
prior for release if not yet received. If no rerelease by time on flight plan, you must
proceed to (divert) airport.
RVSM AIRSPACE: (FL 290 FL 410, area
defined by brown border lines. RVSM
approved = Q code on flight plan):
- Capt + FO altimeters within 200 ft
- Do NOT climb / descend greater than 1,000
fpm when less than 5 miles and within
2,000ft vertically of other traffic in RVSM
airspace
- X on top of FLT plan = plane is certified for
MNPS airspace (28,500 42,000 ft)
- If equipment downgrade prevents RVSM,
you must state negative RVSM due to
equipment.
- Put transponder source on altimeter closest
to zero (General, 15.1)
RVSM AIRSPACE WEATHER
DEVIATIONS:
-- If a revised ATC clearance cannot be
obtained and deviation from track is required
to avoid weather:
- WX deviations LESS than 10 NM: stay at
altitude.
- WX deviations GREATER than 10 NM:
- State: Weather Deviation Required
-- Westbound: (180-359 deg)
Right of course: 300 ft down.
Left of course: 300 ft up.
-- Eastbound: (000-179 deg)
Right of course: 300 ft up.
Left of course: 300 ft down
- When finished be on altitude +/- 10 NM
from course
- Atlantic Nav Gross Errors: 25 NM /
300 ft off altitude
- Caribbean Nav Gross Errors: 20 NM /
300 ft off altitude

NORTH AMERICAN ROUTE (NAR) info in
Atlantic FM Pt 2, Enroute Tab, AT-63.
- Check route info vs. Flight Plan route filing.
ATC DATALINK CPDLC log on is
accomplished through the MFD-ATC log on
status page.
- ATC uplinks contain data in the MFD INFO
and FMC scratchpad.
- MFD Comm, ATC menu selection allows
display of CPDLC downlink message pages.
ETOPS MAINTENANCE entries in Log
Book:
- ETOPS Pre-Departure Check (PDC)
required. A balanced entry in the right side
of the E-6 is required prior to departure,
ETOPS Pre-Departure Check (PDC)
complete.
- If you have taxied and have a ground
interrupt for maintenance reasons the
exterior portion of the ETOPS checks need
to be redone and signed off again in the
logbook. If you change crews the interior
inspection also needs to be redone.
- ETOPS divert with no AA maintenance
available: FM Pt 1, Sec 17, Page 17.3-4.
AUTOMATIC POSITION REPORTS: If
position reports are not going out
automatically once airborne request a wind
update via the FMC. This should trigger the
automatic position reporting function.
NORTH AMERICAN ROUTE (NAR) info in
Atlantic FM Pt 2, Enroute Tab, AT-63.
- Check route info vs. flight Plan route filing.
28
ORIENTATION CHARTS
Our laminated 8 1/2" x 11" color-coded Orientation Charts incorporate Ops Spec airport/aircraft information, one
runway length/approaches, approved medical airports and low altitude airway radial information for use around
mountainous terrain areas in South America along with emergency divert authorized airports.
Each laminated chart is printed back-to-back using the following pairings:
- Atlantic / Europe
- Canada / North Pacific
- South America 1 / 2
- Far East 1 / 2
- Mexico / Caribbean
Please check the Drop Box file for the most current Orientation Chart dates.
One chart: $5.95. Two charts: $10.95. Three charts: $14.95.
If ordering more than three charts: Each additional chart: $4.00
Charts are also available in PDF format, $4.00 per chart pairing as listed above.
To order please send a check to NCIS Products, 121 Golden Isles Drive, #1107 Hallandale Beach, FL 33009, or you
can pay via PayPal by logging into your PayPal account and making a payment transfer to our PayPal account, which
is: NCISProducts@gmail.com Please specify which Orientation Chart combination you would like and what name,
base and employee number you would like in the yellow box that will be placed on each chart.
Each chart is personalized with
your name, employee number
and base. Please provide this
information when ordering.
IF FOUND PLEASE RETURN TO:
[NAME]
[EMPLOYEE NUMBER] / [BASE]
THANK YOU!
Atlantic / Europe
South America 1 / 2
Caribbean / Mexico

29

757-767 Study Guide 11-22-14

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I hope this helps. Since Im no longer on the 757 / 767 please let me know at NCISProducts@gmail.

com if you see

757 / 767 STUDY GUIDE REVISION 11-22-2014

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

CHECK FOR THE DATE OF THE LATEST STUDY GUIDE AT

Please contact us with any changes, corrections, additions or suggestions at

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

757 / 767 MEMORY ITEMS

- DON THE OXYGEN MASKS

OPTIMUM GLIDE SPEEDS (Varies by weight):

Condition: The airspeed or Mach indications are

- 757: 203 kts 246 kts (Approx. Vref+80)

- CHECK THE PITCH ATTITUDE AND THRUST

DUAL ENGINE FAILURE

ENGINE FIRE OR SEVERE DAMAGE OR

- ENG START SELECTORS (BOTH) FLT

ABORTED ENGINE START - GROUND

(--To confirm no response to throttle movement, move

- FUEL CONTROL SWITCH (AFFECTED SIDE)

757 / 767 STUDY GUIDE REVISION 11-22-2014

Condition: One or more of these occur:

- AUTOTHROTTLE ARM SWITCH OFF

(VMO: Indicated by the Maximum Operating Airspeed

Condition: During a ground start, an abort start

ENGINE LIMIT OR SURGE OR STALL

DUAL ENGINE FAILURE RESTART AIRSPEEDS:

At or above 30,000 ft:

240 kts min

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

Messages: L ENGINE FIRE

- AUTOTHROTTLE ARM SWITCH OFF

(Do not use flaps 15 during approach)

TEST EMERGENCY LANDING BRIEF (QRH 0.18):

757 / 767 STUDY GUIDE REVISION 11-22-2014

MAXIMUM WEIGHTS: LANDING

STANDBY ENGINE INDICATORS (SEIs) will come

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

- MAXIMUM CONTINUOUS EGTs:

REQUEST A FREE COPY AT www.FLIGHTLOGS.com

Flaps up: + 2.5 G to 1.0 G

WINDS ALOFT UPDATES: 0500/1100/1700/2300Z

757 / 767 STUDY GUIDE REVISION 11-22-2014

757 PNEUMATIC ISOLATION VALVE must be OFF

PRESSURIZATION AUTO INOP light: Mode selector

AIR CONDITIONING pack controllers adjust output to

UNPRESSURIZED FLIGHT max altitudes following an

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

PNEUMATIC DUCT PRESS: Normal range 25-51 PSI

PACK INOP light: (QRH allows attempts to recover)

REQUEST A FREE COPY AT www.FLIGHTLOGS.com

757 EQUIPMENT COOLING MUST BE PROVIDED:

757 / 767 STUDY GUIDE REVISION 11-22-2014

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

- If the APU is shut down using the remote APU

REQUEST A FREE COPY AT www.FLIGHTLOGS.com

CARGO COMPARTMENT FIRE EXTINGUISHING:

757 / 767 STUDY GUIDE REVISION 11-22-2014

FLAP PLACARD SPEEDS - VFE

FLAPS: Do not extend flaps above 20,000 ft. For

FLAPS AUTHORIZED FOR LANDING:

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

FLIGHT CONTROLS: Avoid rapid and large

SPEED BRAKES EXT message: Speed brakes