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757-767 Study Guide PDF
757-767 Study Guide PDF
Caveat Emptor
This Study Guide is for training purposes only and does not replace any official publication. Every
effort has been made to ensure accuracy, but there is no guarantee and no liability. Always
remember that Delta publications have priority over anything here and be sure to compare the date
on the Study Guide with the dates on current Delta manuals since it always takes a while to update
the Study Guide after the manuals change. Furthermore, be aware this Study Guide doesnt cover
everything we need to know to safely operate the airplane. There is plenty in the manuals that isnt
covered here. Finally, please remember this Study Guide is a collection of both procedures and
techniques, with no distinction between the two. It would be unwise to argue with your instructor
or evaluator if he or she tries to show you another way to do something.
Comments and suggestions are always welcome and please be sure to let me know if you find
errors or if the Training Department changes the way we should do things. Theres a feedback link
on the website.
Fly safe!
Dave Collett
April 25, 2015
www.convectivedigital.com
1
For Training Purposes Only
Memory Items
Evacuation Flow
Dave Collett
April 25, 2015
www.convectivedigital.com
2
For Training Purposes Only
Recall Limitations
Automatic Landing
Autopilot
Flight Controls
Dave Collett
April 25, 2015
www.convectivedigital.com
3
For Training Purposes Only
Non-Recall Limitations
ACARS
Air Conditioning
APU Limitations
Automatic Landing
Do not use the autopilot below 100 feet Radio Altitude at airport
pressure altitudes above 8,400 feet.
Autoland is authorized for Flaps 25 or Flaps 30 landing only.
Do not autoland the aircraft when ground speed exceeds 165 knots.
EGT Limitations
Dave Collett
April 25, 2015
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4
For Training Purposes Only
Engine Ignition
Engine Indicating
The flight crew shall not blank the engine vibration display during
takeoff.
Flight Controls
Verify that an operational check of the Flight Deck Access System has
been accomplished according to approved procedures once each
flight day.
Fuel
GPWS
Dave Collett
April 25, 2015
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5
For Training Purposes Only
HF Radios
Logbook Entry
Reverse Thrust
Runway Slope
2%
TCAS
Pilots are authorized to deviate from their current ATC clearance to the
extent necessary to comply with a TCAS resolution advisory.
Weather Radar
Dave Collett
April 25, 2015
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6
For Training Purposes Only
Weight Limitations
Dave Collett
April 25, 2015
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7
For Training Purposes Only
Maneuvers
NORMAL TAKEOFF PROFILE (Distant/ICAO NADP 2)
Confirm alignment with the intended departure runway on the HSI.
Release brakes and advance thrust levers. Allow the engines to stabilize momentarily then promptly advance the
thrust levers toward takeoff thrust. Ensure the engines accelerate symmetrically. Maintain light forward pressure
on the control column until 80 knots.
At 70% N1/1.1 EPR minimum: N1 or EPR as appropriate. [PF]
After takeoff thrust is set, the Captains hand must be on the thrust levers until V1.
At 80 knots: 80 knots, Throttle Hold, Thrust Normal. [PM]
At appropriate speeds: V1 . . . Rotate. [PM]
Rotate toward 15 nose up at 2 to 2 degrees per second. Do not follow the flight director pitch bar. Early or rapid
rotation may cause a tail strike. Late, slow, or under-rotation increases takeoff roll.
After altimeter increase: Positive Rate. [PM]
After confirming altimeter increase: Gear Up. [PF]
Follow the flight director only after liftoff and away from the ground. The flight director initially commands
V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the current airspeed remains above the target
speed for 5 seconds, the target speed resets to the current airspeed up to a maximum of V2 + 25 knots.
At 400' RA: Verify LNAV or Heading Select. [PF] Call for Heading Select if necessary. LNAV is usually armed
before takeoff and will engage prior to 400' RA so action is usually not necessary at this time.
At 1,000' AFE: Climb Power. [PF]
On a Flaps 15 or Flaps 20 takeoff, when 20 knots below the first SWB and accelerating: Flaps 5. [PF]
On a Flaps 20 takeoff, do not call for or select Flaps 15. Retract the flaps directly to Flaps 5.
At the first SWB and accelerating: Flaps 1. [PF]
At 20 knots below the second SWB and accelerating: Flaps Up, After Takeoff Checklist. [PF]
(Sources: GS, Ground School Handouts, NP 20.61-62, FCTM 3.2-3.7, 757 Volume 2 4.20.8, 767 Volume 2 4.20.9)
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For Training Purposes Only
REJECTED TAKEOFF
Prior to 80 knots, reject the takeoff for:
Master Caution or Warning activation
system failures
unusual noise or vibration
tire failure
abnormally slow acceleration
takeoff configuration warning
a side window opening
engine failure
fire or fire warning
predictive windshear caution or warning
if the airplane is unsafe or unable to fly
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For Training Purposes Only
fumes as the primary indication, although 757-300 aircraft also have a LAV SMOKE light on the overhead
panel.
predictive windshear (if installed) a predictive windshear warning will be indicated by the Master Warning
light, the red windshear light on the center panel, red WINDSHEAR on the ADI and HSI, and the Windshear
Ahead aural warning. A predictive windshear caution will be indicated by an amber WINDSHEAR on the
HSI, an amber and black PWS symbol on the weather radar and the Monitor Radar Display aural alert. Note
that predictive windshear warnings are inhibited at 100 knots and will not display until 50' RA after takeoff.
Therefore, a new predictive windshear warning can trigger an abort above 80 knots only if it occurs between
80 and 100 knots. Furthermore, predictive windshear cautions are inhibited at 80 knots and will not display
until 400' RA, so a new predictive windshear caution cannot trigger an abort above 80 knots.
airplane is unsafe or unable to fly there is no definitive list, so the Captain must evaluate each situation
individually, however EICAS indications should be used only as supportive information in conjunction with
other primary abnormal indications
In summary, above 80 knots, abort only for severe directional control problems (engine failure), the Master
Warning with aural confirmation (fire or windshear), smoke or fumes from a fire, or if the airplane wont fly.
EICAS messages alone should never be the only reason to initiate a high-speed abort.
Indications for situations that normally would not require an abort above 80 knots:
generator failure the instruments will blank momentarily and numerous EICAS messages will appear, but
there will be no directional control problems or engine instrument abnormalities
blown tire a loud bang and light to moderate directional control problems without engine indication
abnormalities indicates a blown tire. Continue the takeoff unless an engine ingested parts of the tire causing an
engine failure or fire.
compressor stall compressor stalls can be minor or severe. A severe compressor stall, indicated by a loud
bang, light to moderate directional control problems and abnormal engine indications (basically, an engine
failure), would warrant an abort above 80 knots, but a few pops without supporting engine indications could be
a blown tire or some other problem. Continue the takeoff and figure it out at a safe altitude.
flight deck window opening a flight deck window opening does not warrant an abort above 80 knots.
Continue the takeoff, refer to the QRH, and close the window at a safe altitude.
Captain actions:
if the Captain is making the takeoff, announce Abort!
if the First Officer is making the takeoff, announce Abort, I have the aircraft! and take positive control
close the thrust levers and disconnect the autothrottles
apply maximum manual braking or RTO braking (not all airplanes have RTO brakes)
apply maximum reverse thrust consistent with conditions
raise the speedbrake lever if necessary (speedbrakes should have extended when reverse thrust was selected)
if maintaining directional control is difficult during reverse thrust operation, reduce thrust to reverse idle (or
forward idle if required), regain control and then reapply reverse thrust as necessary. Do not attempt to
maintain directional control by using asymmetrical reverse thrust.
the Captain has the option to manually deploy the speedbrakes prior to selecting reverse thrust
First Officer actions:
if making the takeoff, maintain control until the Captain makes a positive control input and states I have the
aircraft
verify thrust levers closed, autothrottles disengaged, max or RTO brakes applied, and reverse thrust applied
check speedbrakes and call Speedbrakes Up or Speedbrakes Not Up, as appropriate
call out any omitted items
call out 80 knots
Braking action must begin no later than V1. There is no built-in decision time or reaction time at or after V1.
Therefore, the decision to stop must be made prior to V1.
If installed, RTO braking will provide maximum braking if aborting above 85 knots ground speed.
Braking provides the primary stopping force followed by spoilers and reverse thrust. The braking action associated
with an RTO is much more severe than pilots experience in normal service.
Dave Collett
April 25, 2015
www.convectivedigital.com
10
For Training Purposes Only
For a rejected takeoff below 80 knots (before Throttle Hold), make sure the autothrottles are disconnected or else
they will advance to takeoff power when released unless reverse thrust was selected.
Consider wind direction. If possible, stop with any fire on the downwind side of the aircraft.
It is usually advisable to stop on the runway for easier evacuation and better access for fire trucks and rescue
vehicles. In many cases the airport authority must make a FOD sweep after an abort anyway, so clearing the
runway right away might not help with traffic flow.
Once the aircraft is stopped:
consider not setting the parking brake unless evacuating
ensure the call to tower and the PA to the flight attendants and passengers are completed (see below)
accomplish any required memory items
complete the non-normal checklist in the QRH for the condition that caused the rejected takeoff
refer to Rejected Takeoff Post RTO Considerations in Section 0 of the QRH
refer to the Brake Cooling Following Rejected Takeoff chart in the Abnormal section of the ODM
refer to chapter 3.4 in the FOM for policy following an RTO.
ensure all passengers are seated and all doors are closed before taxiing
complete the After Landing checklist and the Taxi and Before Takeoff checklists, if required
Either the Captain, First Officer or Relief Pilot must notify the tower, request emergency equipment if necessary,
and make a PA to the flight attendants and passengers as soon as practical. The Captain should assign these duties
during the non-normals portion of his briefing.
the correct PA when evacuation is not required is This is the Captain. We have discontinued the takeoff.
Please remain seated with your seat belt fastened. If assigned this duty, the First Officer or Relief Pilot will
identify himself as the Captain.
the correct PA when evacuation is required is Easy Victor, Easy Victor, Easy Victor, as part of the
Evacuation checklist, which directs the flight attendants to prepare for evacuation. That PA must be followed
within 30 seconds with either an evacuation PA or a remain-seated PA as described in the FOM and later in
this Study Guide.
In low visibility conditions the tower might not see the aborted takeoff and might not stop operations on the runway
or roll fire trucks if you need them, so you must be sure to alert them with a radio call. The First Officer usually
makes this radio call since the Captain is now flying and he should make the call after the aircraft is stopped or at
least after the Speedbrakes Up and 80 knots calls.
Most domestic airports do not have a hot brakes area and brake cooling will occur at the gate. Check with local ops.
Ground crews should not approach the wheels from the side (i.e. do not face the wheel hubs).
To compute brake cooling times, use the Brake Cooling Following Rejected Takeoff chart in the Abnormal
section of the ODM, not the Brake Cooling Following Landing chart. Both are in the Abnormal section, so make
sure you get the correct one. Use V1 for the abort speed if the actual speed is unknown.
Dont forget normal checklists like the After Landing checklist and the Taxi and Before Takeoff checklists if
necessary.
If the rejected takeoff was for a mechanical problem, make a logbook entry and comply with the MEL if necessary.
The flight may continue after complying with all MEL restrictions.
If the rejected takeoff was for a configuration warning and the reason cannot be positively resolved by the crew,
make a logbook entry and contact the MCC. If the reason can be positively resolved and corrected, another takeoff
attempt is permitted.
Notify the dispatcher after all rejected takeoffs.
After any rejected takeoff above 80 knots, the crew must seek approval to continue from a Chief Pilot or an
Operational Director. Contact the Duty Pilot for a phone patch.
Be sure to file an Air Safety Report after all rejected takeoffs. Tower reports them to the FAA too.
(Sources: GS, FCTM 3.18-3.23, FOM 3.4.11 and 7.8.4, QRH 0.16/0.12)
Dave Collett
April 25, 2015
www.convectivedigital.com
11
For Training Purposes Only
STABILIZED APPROACH
A stabilized approach is defined as maintaining a stable speed, descent rate, and lateral flight path while in the
landing configuration. At any altitude, if the following stabilized approach criteria cannot be established and
maintained, initiate a go-around. Do not attempt to land from an unstable approach.
No lower than 1000 feet AFE:
be fully configured for landing with landing gear and landing flaps extended
maintain a stabilized descent rate not to exceed 1,000 fpm
be aligned with the intended landing runway
No lower than 500 feet AFE:
be on target airspeed
the engines must be stabilized at the thrust setting required to maintain the desired airspeed and rate of descent
Crossing the Runway Threshold:
positioned to make a normal landing in the touchdown zone
A circling maneuver and some published approaches, such as the River Visual at DCA, may require a planned
deviation to the lateral stabilized approach criteria and some published approaches require higher than standard
descent rates. Verbalize all planned deviations during the approach briefing.
In the event of a momentary descent rate exceedance, you may proceed as long as the exceedance is verbally
acknowledged and corrective action is initiated immediately.
(Source: NP 12.2-3)
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For Training Purposes Only
Normally fly the missed approach with Flaps 5 and at Flaps 5 airspeed. The flaps may be retracted on the speed
schedule if desired or if diverting to an alternate airport, but Flaps 5 speed will keep the aircraft slow enough to
enter holding at low altitude if necessary. Max holding speed at 6,000' MSL and below is 200 knots.
The autopilot will not engage in G/A mode. If the autopilot is engaged with the flight director in G/A for both pitch
and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed and Attitude mode on some
airplanes if the bank angle is greater than five degrees). If, however, another roll mode was engaged at 400' RA
(e.g. Heading Select or LNAV), the flight director will be in G/A for pitch and the selected mode for roll. In that
case, when the autopilot is engaged, it will engage in Vertical Speed and the existing roll mode. In all cases, make
the necessary changes on the MCP to fly the correct vertical and horizontal path after engaging the autopilot. One
method is to engage the autopilot and then immediately select Flight Level Change, assuming the existing roll
mode is still the one desired. Another method is to engage the autopilot and then immediately reselect Go-Around
and then the appropriate roll mode. Either way, youll be pushing buttons as soon as you engage the autopilot.
(Sources: GS, Ground School Handouts, AM 3-11, NP 20.72, FCTM 5.104-5.110, 757 Volume 2 4.20.8,
767 Volume 2 4.20.9)
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For Training Purposes Only
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For Training Purposes Only
flight director in G/A for both pitch and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed
and Attitude mode on some airplanes if the bank angle is greater than five degrees). If another roll mode was
engaged at 400' RA (e.g. Heading Select or LNAV), the flight director will be in G/A for pitch and the selected
mode for roll. In that case, when the autopilot is engaged, it will engage in Vertical Speed and the existing roll
mode. In all cases, make the necessary changes on the MCP to fly the correct vertical and horizontal path after
engaging the autopilot. One method is to engage the autopilot and then immediately select Flight Level Change,
assuming the existing roll mode is still the one desired. Another method is to engage the autopilot and then
immediately reselect Go-Around and then the appropriate roll mode. Either way, youll be pushing buttons as soon
as you engage the autopilot.
After the flaps are retracted to the desired position and at or above the flap maneuvering speed, select Flight Level
Change or VNAV. Continuous thrust may be selected if desired. Verify the airplane levels off at the selected
altitude and manually adjust thrust to maintain the proper airspeed.
Flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport.
(Sources: Ground School Handouts, FCTM 5.100-5.103, 757 Volume 2 4.20.8, 767 Volume 2 4.20.9)
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For Training Purposes Only
fails on takeoff and fly a straight-out departure in the event of a missed approach if youll be flying a single-engine
ILS with the autopilot engaged, as you probably would in the real world.
Both the appropriate non-normal checklist and the After Takeoff checklist must be completed and the order is at the
Captains discretion and depends on the circumstances. For a simple engine failure, completing the After Takeoff
checklist first is recommended because you will catch configuration errors and its a more normal flow pattern. If
the engine is burning or surging, however, completing the Engine Fire or Engine Severe Damage or Separation
checklist or the Engine Limit or Surge or Stall checklist first would be more appropriate.
If an engine fails after takeoff below 1,000 feet AFE, apply rudder, lower pitch to approximately 10 nose up,
maintain V2 to V2 + 15 and apply normal V1 Cut procedures at 1,000' AFE. Use caution for rapidly decreasing
airspeed.
If an engine fails on climb out above 1,000 feet AFE, dont do the V1 Cut procedures. Just apply rudder and lower
the nose to maintain the airspeed for whatever flaps are extended.
Use the autopilot on approach at least until reaching visual conditions. It may be used until just prior to the flare on
an ILS if desired.
A CAT I approach (ILS or non-precision) to a hand-flown landing is the lowest authorized approach on single
engine. Autoland is not authorized with an engine inoperative.
To control airspeed, watch the little drum inside the airspeed indicator and manually adjust the thrust lever to make
the drum rotate or stop rotating as necessary. The airspeed drum provides better information than the airspeed
pointer. Also keep an eye on the Fast/Slow indicator in the ADI. The Fast/Slow indicator is anticipatory and will
show the airspeed trend before the airspeed actually changes.
Keep the rudder trimmed or the autopilot will disconnect and the airplane will roll abruptly. Watch the yoke angle,
which is a measure of autopilot aileron input, for indications of needed rudder trim and adjust as necessary.
The PF may ask the PM to set the rudder trim to 5, 10 or 15 units, as appropriate, but the PF should move the rudder
trim in the correct direction first so the PM doesnt get confused and move it the wrong way.
The Fuel Config light will probably illuminate on downwind due to a fuel imbalance. The light must be noted and
the imbalance checked, but it is not necessary to balance the fuel. The airplane will be fully controllable even with
the imbalance so leave all the fuel pumps on and the fuel crossfeed valve closed. Dont just open the crossfeed
valve and leave it open (like we used to do) because its possible for a strong pump on the wrong side to make the
imbalance worse. If diverting to another airport, however, balancing fuel enroute would be appropriate.
On a single-engine ILS, lower the gear and select Flaps 20 at 1 dots on the glideslope.
The airplane will balloon when flaps are extended, especially when extending to Flaps 20. If hand flying, be ready to
compensate with forward control column pressure to maintain altitude. To meet Qualification Standards, you must
control the balloon and intercept the glideslope within 100 feet of your assigned glideslope intercept altitude.
If diverting, select and execute the ENG OUT prompt on the CLB or CRZ page.
On a single-engine missed approach from a coupled ILS, the autopilot is controlling the rudder. Rudder trim may be
pre-set to 15 units below 400' RA or to 10 units prior to level off so it will be approximately correct when rudder
control is terminated.
ACARS automatically sends a message to the Company if a fuel control switch is moved to cutoff during flight.
Do not attempt to restart the engine unless a greater emergency exists.
Approximate Rudder Trim
15 units on initial climb out
10 units in level flight
5 units on final approach
Approximate Power Settings
83% N1 or 1.13 EPR in level flight on downwind
73% N1 or 1.08 EPR on final approach
Dave Collett
April 25, 2015
www.convectivedigital.com
16
For Training Purposes Only
Stop set the parking brake. Consider stopping with any fire on the downwind side.
notify the flight attendants. Announce Easy Victor, Easy Victor, Easy Victor over the PA.
Configure open the outflow valve (Manual then Climb and hold until open)
Evacuate away from any fire. Notify the cabin to evacuate and advise the tower.
override and pull all engine and APU fire switches. Discharge the fire bottle(s) only if an engine or APU fire
warning light is illuminated. If required, rotate to the stop and hold for one second.
Upon hearing Easy Victor, the flight attendants will instruct the passengers to remain seated and then prepare for
evacuation (look out the windows for fire, etc.). The flight crew should follow up with either the evacuation
command or the remain seated command within 30 seconds. If there is no follow up, the flight attendants will
attempt to contact the flight deck for instructions. In a life threatening situation, flight attendants may initiate an
evacuation without instructions.
The correct follow-up PA for evacuation is This is the Captain. Evacuate, evacuate. If certain exits are unusable
due to fire, etc., state the direction of egress, e.g. This is the Captain. Using the right exits only, evacuate,
evacuate. State the egress direction before using the word evacuate to help ensure it is heard and understood.
The correct follow-up PA if the evacuation is cancelled is This is the Captain. Remain seated with your seat belt
fastened.
It is not necessary to lower the speedbrakes or flaps as part of the evacuation checklist because the inboard spoilers
will automatically blow down when the overwing exits are opened on the 767. On the 757, the spoilers are too far
away from the exits to be a factor. Lowering the flaps is not necessary because the wing slides will deploy.
The First Officer and the Relief Pilot (if installed) will exit from a forward exit and assist from outside. The Captain
will exit from a rear exit after all passengers are off if possible.
Move all passengers away from fire equipment, away from any possible fire or explosion, and off paved surfaces.
Do not allow passengers to return to the aircraft or depart the site until directed.
(Sources: GS, FOM 10.1.5, FCTM 8.12-8.16, QRH NNCI 1.11, QRH Back Cover)
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For Training Purposes Only
if windshear is encountered near the normal rotation speed on takeoff and airspeed suddenly decreases, there
may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left
to stop, initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low.
Higher than normal attitudes may be required to lift off in the remaining runway. Ensure max thrust is set.
if windshear is encountered in flight, perform the Windshear Escape Maneuver
Dave Collett
April 25, 2015
www.convectivedigital.com
18
For Training Purposes Only
ENGINE-OUT DRIFTDOWN
These are guidelines for an engine failure at cruise altitude in domestic airspace with VNAV engaged. For an
oceanic driftdown, follow the checklist on the Quick Reference Card instead.
apply rudder and rudder trim. Step on the good engine and apply approximately 10 units of rudder trim and
then adjust as power changes.
turn the A/T ARM switch off
press CON on the TMSP to display Max Continuous Thrust on EICAS and manually adjust the throttle on the
operating engine to max continuous power
select the ENG OUT prompt on the FMC Cruise page to display the ENG OUT CRZ D/D (driftdown) page
and note the engine-out max altitude
set an altitude on the MCP panel that is at or below the engine-out max altitude
execute the ENG OUT CRZ D/D page. With VNAV engaged, the airplane will begin an engine-out driftdown
at engine-out airspeed.
do not execute the ENG OUT CRZ D/D page prior to setting a lower altitude in the MCP window or the
autopilot will engage in Altitude Hold, the airplane will not descend, and the airspeed will decrease rapidly. If
you make this error, just set the lower altitude in the MCP window and press VNAV.
engine-out airspeed and max engine-out altitude for that airspeed will be displayed on the ENG OUT CRZ D/D
page. Update the altitude on the MCP as needed.
remain in Max Continuous Thrust after level off until the airplane accelerates to single-engine long range
cruise airspeed and then maintain airspeed with manual thrust adjustments
complete the non-normal checklist in the QRH and determine a new course of action. Landing at the nearest
suitable airport is required after an engine failure.
(Sources: GS, QRH 0.5, FCTM 4.16-4.16)
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For Training Purposes Only
if terrain remains a threat, continue rotation up to the PLI or stick shaker or initial buffet
The PM should call out the radio altitude and flight path trend. He should not call out the airspeed or actual vertical
speed, just the radio altitude in feet and whether the airplane is climbing or descending. (e.g. Five hundred feet,
descending. Two hundred feet, climbing.)
If appropriate, a gentle turn (10-15 of bank) may be initiated toward lower terrain displayed on the HSI.
In all cases, intermittent stick shaker or initial buffet is the upper limit. Do not stall.
(Sources: GS, FCTM 7.14-7.16)
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For Training Purposes Only
Use engine anti-ice and thrust as required if icing conditions are encountered.
Reduce airspeed to turbulent air penetration speed (290 KIAS/.78 M, whichever is lower) if severe turbulence is
encountered or expected.
The lowest safe altitude is published for Restricted Critical Terrain routes, but for flights over other mountainous
terrain (e.g. the Rockies near Denver), pilots must determine the initial lowest safe altitude from the Grid MORA
on the high chart and then find a suitable low altitude airway with an MEA below 10,000 feet on the low chart.
Have the charts open and available.
The PM should call out 2,000 feet above and 1,000 feet above the selected level off altitude.
Set the command speed to LRC or 300 knots before level off is initiated to aid in a smooth transition to level flight.
Level off at the lowest safe altitude or 10,000 feet, whichever is higher, and maintain approximately 300 knots or
Long Range Cruise speed.
Make a PA when the descent is complete and oxygen is no longer required. Request cabin and passenger status.
On blended winglet airplanes, speedbrakes will autostow to the 50% flight detent if airspeed exceeds 330 knots
(757) or 320 knots (767). Do not override the autostow function unless airspeed is less than 325 knots (757) or 315
knots (767).
To avoid overspeeding the airplane, use caution when retracting the speedbrakes during descent or level off when
close to Mmo/Vmo. Retract the speedbrakes very slowly or, preferably, reduce airspeed first and then retract the
speedbrakes.
(Sources: GS, QRH 2.1-2.2, FTCM 7.4-7.6)
Pilot Monitoring
*Warning: If the control column does not provide the needed response, stabilizer trim may be necessary. Excessive
use of pitch trim may aggravate the condition, or may result in loss of control or in high structural loads.
**Warning: Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in
high structural loads.
(Sources: FCTM 7.8-7.12)
Dave Collett
April 25, 2015
www.convectivedigital.com
21
For Training Purposes Only
Pilot Flying
disengage the autopilot and initiate a turn to the
heading specified by the controller
keep the autothrottles on
initiate a climb or descent as directed
if the maneuver requires a descent, do not exceed
1,000 fpm
Pilot Monitoring
acknowledge ATC instructions
turn off both Flight Directors (to exit APP mode)
set the breakout heading on the MCP
set the breakout altitude on the MCP
turn both Flight Directors back on
select Heading Select
select Flight Level Change
After the airplane is established on the breakout heading and the PM has set the MCP:
Pilot Flying
reengage the autopilot if desired
call for or set the speed bug to the appropriate
airspeed for the planned flap setting
call for Flaps 20 if the flaps are at 25 or 30
call for Gear Up if the landing gear is down
retract flaps on schedule to the desired setting
call for the After Takeoff checklist
Pilot Monitoring
make MCP and configuration changes as requested
by the Pilot Flying
22
For Training Purposes Only
Inordinate depowering of airplane systems is not likely to benefit an unknown smoke, fire or fumes situation. Such
action significantly reduces airplane capabilities without commensurate likelihood of depowering the source.
The following information is critical to survival in a smoke or fumes situation:
Pilots should remain at their stations to fly the aircraft, coordinate with ATC, and accomplish the checklists. The
incapacitation of a pilot fighting a fire would seriously complicate the situation.
After making a preliminary assessment of the smoke, fire or fumes source, the flight crew is reminded that a
diversion may be necessary. Landing at the nearest suitable airport is required if smoke or fire continues. For
smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
The flight crew should don the oxygen mask anytime smoke, fire or fumes are detected on the flight deck. If smoke,
fire or fumes are detected in another part of the aircraft, flight crew judgment will determine if and when the
oxygen masks are donned.
For a cabin smoke, fire or fumes situation, continuous communications between the flight crew and a designated
flight attendant is essential. Flight attendants should be directed to inspect the entire cabin in an attempt to locate
the smoke, fire or fumes source. Passengers should be moved away from the source.
Without delay or analysis, perform the initial steps of the Smoke, Fire or Fumes checklist to remove the most
probable sources. The flight crew should attempt to identify and eliminate the source, and visually confirm it is
extinguished and the smoke and/or fumes are decreasing.
The Smoke or Fumes Removal checklist should be accomplished only when the smoke or fumes are the greatest
threat or when the source is confirmed to be extinguished. The Smoke or Fumes Removal checklist may change
the airflow and make the situation worse by fanning or masking the ignition source.
(Sources: GS, QRH NNCI 1.6, FCTM 8.32-8.34)
23
For Training Purposes Only
3. Make a decision. The Captain must determine the criticality of the highest threat and decide on a course of
action and then inform the expanded team of his decision.
Unexpected threats can be divided into two categories, Time and No Time. As the names imply, Time threats are
threats that allow time to evaluate the situation prior to action. No Time threats, on the other hand, are threats that
must be handled quickly. There is little or no time for evaluation before deciding on a course of action. In general,
the breakdown is as follows:
No Time Threats are fire, smoke, security issues and confirmed medical emergencies
Time Threats are everything else
Use T-P-C as a process for dealing with Unexpected Time threats:
T Time. Get more of it. Slow down, hold or request delay vectors.
P Plan. Create a plan using the QRH, other crewmembers, ATC and Dispatch.
C Communicate. Use the standard two-in, two-out to inform everybody of the plan.
With a No Time threat, skip the T because there isnt any time and go right to the Plan:
P Plan B, which you already made. More on that below
C Communicate. Use the standard two-in, two-out again
In reference to Plan B, you should always know where your best divert fields are for takeoff, cruise and landing and
have a plan of action in mind if a No Time event occurs. Be aware, however, that the decision to divert and the
selected divert field should normally be a joint decision with the dispatcher and with STAT-MD in the event of a
medical emergency.
In a No Time situation requiring a divert, the Captain may say to the First Officer, You have the aircraft and radios.
Declare an emergency and take us to (the divert field), the longest landing runway, 10 mile final, 200 knots. Go as
fast as youre comfortable, but no faster. If you have any questions or problems, do whatever it takes to get my
attention. You may also consider having the Flight Attendants brief the passengers and ATC inform the
Company.
(Source: FOM Chapter 12)
Dave Collett
April 25, 2015
www.convectivedigital.com
24
For Training Purposes Only
Callout Summary
NORMAL TAKEOFF PROFILE
At 70% N1/ 1.1 EPR minimum: N1 or EPR. [PF]
At 80 knots: 80 knots, Throttle Hold, Thrust Normal. [PM]
At appropriate speeds: V1 . . . Rotate. [PM]
After baro altimeter increase: Positive Rate. [PM]
After confirming baro altimeter increase: Gear Up. [PF]
At 400' RA: Verify LNAV or Heading Select. [PF]
At 1,000' AFE: Climb Power. [PF]
On a Flaps 15 or Flaps 20 takeoff, when 20 knots below the first SWB and accelerating: Flaps 5. [PF]
At the first SWB and accelerating: Flaps 1. [PF]
At 20 knots below the second SWB and accelerating: Flaps Up, After Takeoff Checklist. [PF]
TAKEOFF WITH VNAV INOPERATIVE
At 1,000' AFE: Flight Level Change, Bug Clean Speed, Climb Power. [PF]
At 2,500' AFE: Bug 250 knots. [PF]
IF FLAPS DO NOT RETRACT AFTER TAKEOFF
Flight Level Change, Bug 180 knots. [PF]
LOW ALTITUDE HOLD DOWN
Climb Power, Bug Clean Speed, Autothrottles Speed. [PF] (CBS)
TWO ENGINE GO-AROUND
Go-Around. [Captain]
Flaps 20. [PF]
After baro altimeter increase: Positive Rate. [PM]
After confirming baro altimeter increase: Gear Up. [PF]
At 400' RA: Heading Select or LNAV. [PF]
At 1,000' AFE: Bug Flaps 5 Speed. [PF]
At 20 knots below the first SWB and accelerating: Flaps 5. [PF]
After Takeoff Checklist. [PF]
ENGINE FAILURE ON TAKEOFF (V1 Cut)
After baro altimeter increase: Positive Rate. [PM]
After confirming baro altimeter increase: Gear Up. [PF]
At 400' RA: Heading Select, Declare an Emergency and Request Runway Heading. [PF]
At 1,000' AFE: Vertical Speed +200, Disarm VNAV. [PF]
On a Flaps 15 or Flaps 20 takeoff, when 20 knots below the first SWB and accelerating: Flaps 5. [PF]
At the first SWB: Flight Level Change, Bug Flaps 5 Speed, Select and Set Continuous Power. [PF]
Autothrottles Off, Autopilot On. [PF]
After Takeoff Checklist, Engine Failure Checklist. [PF]
Descent Checklist, Approach Checklist. [PF]
SINGLE ENGINE GO-AROUND
Go-Around. [Captain]
Flaps 5. [PF]
After baro altimeter increase: Positive Rate. [PM]
After confirming baro altimeter increase: Gear Up. [PF]
At 400' RA: Stay in Go-Around or Heading Select or LNAV. [PF]
At 1,000' AFE: Bug Flaps 5 Speed. [PF]
After Takeoff Checklist. [PF]
Dave Collett
April 25, 2015
www.convectivedigital.com
25
For Training Purposes Only
Autoland
Flaps Extended
Arms Go-Around
Displays Pitch Limit Indicator
Ignition to selected igniters if Auto is selected on the Engine Start Panel
Localizer Capture
MCP heading and HSI heading bug slew to the inbound course
ILS frequency change is inhibited
ADI LOC scale expands when within dot of the Localizer
Glideslope Capture
1500' RA
500' RA
330' RA
200' RA
45' RA
25' RA
5' RA
Rollout Capture
Autopilot levels the wings
Go-Around inhibited after 2 seconds at 5' RA or below
Touchdown
Dave Collett
April 25, 2015
www.convectivedigital.com
26
For Training Purposes Only
Administrative Duties
Airport Elevation
Airport Reference Point
F = FOM
T = FCTM
JE = Jepps Emergency
JI = Jepps Introduction
Q = QRH
II = Volume 2
AIM = Aeronautical Info Manual
GS = Ground School/Other
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 5.31
SP 5.13
SP 5.27
SP 5.36
SP 5.1
SP 5.40
NP 20.79
F 3.4.1
F 5.6.20
GS
F 3.2.1
F 3.2.2
JI 3
JI 3
27
For Training Purposes Only
Airport Types
Airside Kits
Airside Kits
Airway Course
Alternate Airport Estimate
Alternate Airport Minimums
Dave Collett
April 25, 2015
www.convectivedigital.com
AO6 1.3
AO6 1.2
AO6 1.3
AO6 2.2
F 11.2.6
F 3.2.2
NP 20.65
GS
NP 20.52
AO6 NA 1.7
GS
SP 11.20
SP 11.18
AO3 1.8
T 8.19
28
For Training Purposes Only
FAR 121 does not prohibit a flight from continuing to its destination
without an alternate once the flight has departed and weather
conditions deteriorate to the point where an alternate would have
been required for dispatch. The Captain and dispatcher must discuss
the situation and agree to continue to the destination however.
When selecting an alternate airport while airborne, the weather must
be at or above normal destination weather minimums. Dispatch
alternate weather minimums do not apply.
F 5.1.8
F 10.2.1
F 5.1.5
Driftdown Alternate
Destination Alternate
No alternate is required if, for the ETA 1 hour, the ceiling is reported
or forecast to be at least 2,000 feet and the visibility is reported or
forecast to be at least 3 sm. (1-2-3 rule.)
No alternate is required if, for the ETA 1 hour, the ceiling will be at
least 1,000 feet above the airport elevation, the visibility will be at
least 3 sm, a CAT I ILS is available, and no thunderstorms are
forecast. (1-1-3, CAT I, no TRWs rule.)
No alternate is required if, for the ETA 1 hour, the ceiling will be at
least 1,000 feet above the airport elevation, the visibility will be at
least 2 sm, and a CAT II or CAT III ILS is available, and no
thunderstorms are forecast. (1-1-2, CAT II/III, no TRWs rule.)
F 5.1.6
F 5.1.7
No alternate is required if, for the ETA 1 hour, the ceiling is reported
or forecast to be at least 2,000 feet or 1,500 feet above the lowest
HAT/HAA, whichever is greater, and the visibility is reported or
forecast to be at least 3 sm or 2 sm above the lowest required
visibility, whichever is greater. Some authorities require an alternate
regardless of flight time however.
F 5.1.8
Alternate Weather
Requirements
Weather minimums for filing alternates are derived using the Alternate
Airport Minimums Tables in the Airway Manual Chapter 3.
If there is no applicable IFR approach, forecast ceiling and visibility
must permit a descent from the MEA to land under VFR.
F 5.1.9
Dave Collett
April 25, 2015
www.convectivedigital.com
29
For Training Purposes Only
Altimetry
Anti-Ice
Icing Conditions
Anti-Ice
Wing Anti-Ice Inflight Only
AS3 2.1
AS3 2.2
SP 16.1
Icing conditions exist when OAT (on the ground) or TAT (in flight) is
10C or below and:
visible moisture (clouds, fog with visibility less than 1 statute
mile (1600 m), rain, snow, sleet, ice crystals) is present, or
ice, snow, slush or standing water is present on the ramps,
taxiways or runways
SP 16.11
Wing anti-ice is inhibited on the ground on all airplanes.
Ice accumulation on or near the windscreen or windshield wiper arm
can be used as an indication of airframe icing.
For aircraft with wing anti-ice selectors, wing anti-ice is automatic
inflight through the ice detection system.
For aircraft with wing anti-ice switches, if the Icing light and Ice Det
On EICAS message illuminate, check for visual indications of
airframe icing. If visual indications of airframe icing exist, turn the
wing anti-ice switch on.
Do not use wing anti-ice when TAT is above 10C.
Some aircraft with wing anti-ice switches do not have an ice detection
system installed. On those aircraft, visually monitor for indications
of airframe icing and turn the wing anti-ice switch on if present.
Dave Collett
April 25, 2015
www.convectivedigital.com
Differences
30
For Training Purposes Only
Anti-Ice
Engine Anti-Ice Ground
Anti-Ice
Wing Anti-Ice Inflight Only
Anti-Ice
Anti-Ice (757)
Anti-Ice (757-300)
SP 16.5
Engine anti-ice must be selected On (not Auto) immediately after
engine start and remain on during all ground operations when icing
conditions exist or are anticipated except when the temperature is
below -40C OAT. (The automatic system, if installed, is inhibited
on the ground.)
Do not wait for visual indications of ice. Use at all times during icing
conditions to avoid engine damage or failure.
During single-engine taxi, operate only one pack with the APU bleed
valve closed.
For airplanes with an Auto selector, turn engine anti-ice On after
landing in icing conditions. (The automatic system is inhibited on
the ground and the anti-ice valve will close after landing if the
selector is in Auto.)
Do not use engine anti-ice when the OAT is above 10C.
Engine anti-ice must be Auto or ON during all flight operations when
icing conditions exist or are anticipated except during climb and
cruise when the temperature is below -40C SAT. Engine anti-ice
must be Auto or ON prior to and during descent in icing conditions
even when the temperature is below -40C SAT.
When operating in areas of possible icing, activate engine anti-ice
before entering icing conditions.
Do not use engine anti-ice when the OAT is above 10C.
SP 16.10
T 1.53
The wing anti-ice system may be used as a de-icer or anti-icer in flight
only. The primary method is to use it as a de-icer by allowing ice to
accumulate before turning wing anti-ice on. This procedure provides
the cleanest airfoil surface, the least possible runback ice formation,
and the least thrust and fuel penalty. Normally it is not necessary to
shed ice periodically unless extended flight through icing conditions
is necessary, such as during holding.
The secondary method is to select the wing anti-ice selector on when
wing icing is possible and use the system as an anti-icer.
Do not use engine anti-ice when OAT (on the ground) is above 10C.
Do not use engine or wing anti-ice when TAT (in flight) is above
10C.
On the 757, when engine anti-ice will be required and OAT is 3C or
below, perform a visual check for ice buildup on the first stage of the
low pressure compressor (LPC) stator. Refer to SP 16.3 for a
graphic.
On 757-300 aircraft, the flaps up maneuver margin to stick shaker is
reduced if wing anti-ice is on. Additional airspeed (up to 5 knots)
may be added to the flaps up maneuvering speed to ensure full
maneuver margin.
To avoid engine flame out, prior to reducing thrust for descent in
visible moisture with TAT below 10C, even if the SAT is
below -40C, turn engine anti-ice ON. If at or below 22,000 feet,
turn wing anti-ice ON as well. Even if the airplane has automatic
systems, turn the switches ON.
Do not operate engine or wing anti-ice when the TAT is above 10C.
Avoid flying directly above significant amber or red radar returns in
IMC.
Dave Collett
April 25, 2015
www.convectivedigital.com
T 1.54
SP 16.1
SP 16.3
SP 16.12
SP 16.12
SP 16.13
31
For Training Purposes Only
GS
NP 20.23
SP 16.5
SP 16.13
SP 16.7
SP 16.8
Takeoff
SP 16.9
Inflight
SP 16.10
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 16.11
SP 16.7
SP 16.8
T 2.29
32
For Training Purposes Only
Dave Collett
April 25, 2015
www.convectivedigital.com
T 1.51
T 1.52
T 1.53
Q 3.5
Differences
SP 16.13
AS4 2.27
AS4 2.28
AS4 2.30
33
Anti-Icing
Deicing
Anti-Icing at Offline Stations
Anti-Icing Clean Aircraft
Concept
Anti-Icing Fluids
Loss of Effectiveness (All)
Type II and IV
Anti-Icing Fluids
Anti-Icing Fluids
T 2.32
SP 16.2
T 2.27
T 2.39
Anti-Icing Fluids
T 2.26
Type I
Anti-Icing Fluids
T 2.27
Dave Collett
April 25, 2015
www.convectivedigital.com
T 2.35
T 2.34
T 2.35
T 2.31
T 2.35
34
For Training Purposes Only
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing with Engines
Running
Anti-Icing: Frost
Anti-Icing: Frost
Anti-Icing: Holdover Time
Dave Collett
April 25, 2015
www.convectivedigital.com
T 2.35
T 2.35
T 2.36
T 2.28
T 2.27
T 2.29
T 2.41
T 2.42
T 2.41
SP 16.2
SP 16.20
35
For Training Purposes Only
Anti-Skid
Approach Ban
Approach Categories
Approach Categories
Approach Charts with Limited
Approach Minima
Approach Clearance
Approach Clearance
Approach Clearance
Dave Collett
April 25, 2015
www.convectivedigital.com
T 6.30
AO3 4.2
AO3 4.4
AO3 4.5
NOI 3.13
AO3 4.9
AO3 4.2
AO3 4.2
T 5.2
36
For Training Purposes Only
Approach Clearance
Approach Minimums
Approach Mode
Approach Plates
Approach Visibility
APU Bleed
APU Cancel Shutdown
APU Cold Soaked Start
When cleared for an ILS approach, you may not descend below any
step-down altitudes prior to the FAF. In some cases, following the
glideslope prior to the feather will take you below step-down
altitudes and may result in a violation or unsafe terrain clearance. A
good technique is to fly the localizer while complying with the stepdown altitudes with VNAV (preferred), V/S or Flight Level Change
and then arm Approach mode approaching the feather. If you do
intercept the glideslope prior to the feather, monitor raw data to
ensure compliance with the step-down altitudes and deviate from the
glideslope if necessary.
When cleared for a visual approach to an airport in Class B airspace,
you must remain above the floor of the Class B during the approach.
In some cases, following the ILS glideslope prior to the feather will
take you below Class B and, once again, may result in a violation.
(LAS 25L/R and SLC 16L are two examples.) Therefore, even on a
visual approach, ensure compliance with the step-down altitudes on
the ILS approach plate.
Class B airspace is depicted on low altitude charts and area charts.
Verbalize Radio or Baro, as appropriate, on the Descent checklist.
To deselect Approach mode:
If neither LOC or G/S has captured, push the APP switch again
If LOC is captured and G/S is armed, select another roll mode
other than LNAV (e.g. Heading Select)
If G/S is captured and LOC is armed, select another pitch mode
except VNAV (e.g. Altitude Hold)
If both LOC and G/S have captured, select G/A mode or
disconnect the autopilot(s) and cycle the F/D switches
Publication of an approach plate in the Airway Manual does not
constitute authority to fly that approach. In some cases, unauthorized
approaches are printed on the reverse side of authorized approaches.
On all approaches (CAT I, CAT II and CAT III), if the aircraft is
established on the final approach segment and the controlling
visibility decreases below the authorized minima, the approach may
be continued to the applicable AH/DH/MDA for the approach being
conducted.
Specific foreign country exceptions may apply.
If the APU is running and bleed air is not required, ensure the APU
bleed valve is closed for better fuel efficiency and lower EGT.
If the APU is turned off and the APU Run light is still illuminated
(during the cool down), turning the switch to Start and releasing it to
On will cancel the shutdown signal and the APU will keep running.
If required during an ETOPS flight, attempt to start the APU prior to
descent between FL270 and FL410 after at least two hours at cruise
altitude. Three start attempts are allowed. The APU must maintain
stable operating speed for at least 5 minutes to be considered a
successful start.
Note the following:
APU start successful or unsuccessful
number of start attempts required
Static Air Temperature
Flight Level
peak EGT during start
With ACARS 501 or if ACARS is inop, record results in the logbook.
Otherwise, report via ACARS.
Dave Collett
April 25, 2015
www.convectivedigital.com
GS
NP 20.67
II
AO3 4.2
AO3 4.5
AO3 4.10
AO3 4.13
NP 20.25
II
SP 7.7
SP 7.8
37
For Training Purposes Only
APU Leaks
APU Operation
Start APU
Bleed Air Available
Electric Power Available
APU Policy
APU Shutdown
APU Start
APU Start
APU Start
Turn the APU selector Off, then On (not Start). If the fault light
remains illuminated, do not attempt to start the APU.
If AC power is available, the left forward fuel pump will operate and
the PRESS light will be out if the APU is running regardless of
pump switch position.
Turn the APU selector off. Do not attempt to start the APU.
At the top of climb, input the time on the APU Hobbs meter (if
installed) in the Hours block of the appropriate ACARS page.
Snow, slush or ice ingestion into the APU inlet duct while the APU is
running can cause serious damage. Ensure the APU inlet area is clear
before starting the APU.
Ingestion of deicing fluid causes objectionable fumes and odors to
enter the airplane.
The APU inlet door must be free of snow and ice before APU start.
If the APU is inop and an engine was started at the gate with external
power, the rampers will be unable to open the forward or aft cargo
doors to load late bags after pushback because the Ground Handling
bus will be unpowered. The Ground Handling bus can only be
powered on the ground by either external power or the APU. The
bulk cargo door on the 767 can be opened manually however.
There should be no leaks from the APU exhaust or drains.
Up to max altitude (42,000' for the 757 or 43,000' for the 767)
Up to 17,000'
Up to max altitude
Start the APU approximately 5 minutes prior to pushback for all
flights unless pre-conditioned air is unavailable or passenger comfort
is affected.
Upon arrival, flight crews should time the APU start so the APU
reaches operating speed just prior to the aircraft coming to a stop at
the gate. (Approximately one minute prior to gate arrival.)
The Captain should not depart the airplane with the APU running
unless all attempts to connect ground power have failed.
On terminating flights, flight crews should run the Secure checklist
and shut down the APU. A terminating flight is defined as the
aircraft remaining at the gate more than 2 hours from block-in to
block-out time. If ground power is not available, the crew will leave
a dark aircraft.
Turn the APU selector off and wait until the Run light extinguishes
before turning off the battery.
The APU Fault light will flash momentarily during start as the fuel
valve opens.
The Run light will flash twice, the first time is a self-test and the
second time is starter engagement.
The battery switch must be ON to start the APU.
To start the APU, hold the selector in Start for 3-5 seconds and then
slowly release to On.
Do not allow the APU selector to spring back to the On position.
Start and swap power to the APU five minutes prior to departure.
The APU starter duty cycle is a maximum of 3 consecutive starts or
start attempts within a 60-minute period.
Dave Collett
April 25, 2015
www.convectivedigital.com
Q 7.11
II
Q 7.11
NP 20.64
SP 16.26
SP 16.3
II
GS
II
F 3.4.2
NP 20.81
II
II
SP 6.2
Limitations
38
For Training Purposes Only
Augmented Crews
Augmented Crews
Augmented Crews
Augmented Crews
Dave Collett
April 25, 2015
www.convectivedigital.com
T 3.12
SP 7.4
F 3.2.5
F 3.3.5
F 3.3.6
F 3.1.5
F 3.2.5
39
For Training Purposes Only
Autobrakes on RTO
(if RTO is installed)
Disarming Autobrakes
(F-STOP)
Speedbrakes on Rejected
Takeoff
Speedbrakes on Landing
Armed
Not Armed
Autoland
Autoland
Autoland
GS
NP 20.27
II
Dave Collett
April 25, 2015
www.convectivedigital.com
TOPP
50-10-05
Page 11
NOI 3.7
NOI 3.9
AS3 1.3
40
For Training Purposes Only
Autoland
Autoland
Autoland
Autoland
Autoland
Autoland
Automation Guidelines
Autopilot Approaches
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 4.6
F 3.4.4
AS3 1.3
T 5.14
T 5.15
II
NP 12.1
NOI 3.4
T 1.48
T 5.85
41
For Training Purposes Only
Autopilot Approaches
Autopilot Approaches
Autopilot Engagement
Autopilot Engagement
Autopilot Engagement
Autopilot Guidelines
Autothrottles
Dave Collett
April 25, 2015
www.convectivedigital.com
II
GS
T 5.29/5.70
T 5.29
T 1.47
NP 20.62
II
NP 12.1
II
T 5.103
II
T 1.47
42
For Training Purposes Only
AWABS MEL/SPL/CDLs
AWABS Pre-Pushback (D-7)
Message
Delta policy directs gate agents not to write or verbalize the final
passenger count when delivering the final weather and collecting the
FDRA. Captains should use the passenger count on the WDR and
understand that due to WDR uplink inhibits for changes of less than
1,000 pounds, the WDR may vary slightly from the actual passenger
count.
The Flight Plan Addendum is printed automatically with the Flight
Plan and includes passenger configuration, MEL items, performance
notes, the Flight Attendant Briefing Guide and a Stay At Gate For
WDR message, if applicable.
For Stay At Gate For WDR messages, the Pre-Pushback (D-7)
Message is prevailing. If the Flight Plan Addendum says Stay At
Gate for WDR, but the D-7 message does not, it means the situation
has been resolved and the flight may pushback normally without the
WDR.
Performance data for an intersection departure is also valid for all
other takeoff positions on that runway that afford additional runway
length.
If the Pre-Pushback message says Stay at Gate Performance, all
jumpseat riders must stay in the seat listed on their boarding pass to
validate the WDR. (1P and/or 2P must stay in the cockpit.)
If the Pre-Pushback message does not say Stay at Gate
Performance, the Captain may offer a jumpseat rider a seat in the
cabin after coordinating with the Flight Leader or Purser.
Performance data may be loaded into the FMS at any point after
receipt of the WDR.
The Captains analysis of the WDR shall not be completed while the
Captain is taxiing the aircraft. (The First Officer may taxi.)
AWABS has a built in 20 bag tolerance. If fewer than 20 bags are
loaded after pushback, the crew can continue with the current WDR.
If more than 20 bags are loaded, a new WDR will be automatically
uplinked.
A Manual WDR will be computed by the Load Control Center if
AWABS is unavailable. Crews are not authorized to perform manual
weight and balance computations.
The flight crew must obtain the stabilizer trim setting and the V speeds
from the ODM.
If an MEL, SPL or CDL drives a performance penalty, that penalty is
applied if the item is listed on the WDR.
The Pre-Pushback (D-7) message is uplinked to the aircraft 7 minutes
prior to the latest published departure time. If the official departure
time changes, all D times will reference the new departure time.
Crews may allow the agent to close the door and pull the jetway prior
to receiving the D-7 message, but do not push back before it arrives
and ensuring it doesnt say Stay At Gate For WDR.
EFSR means fueling data has been successfully uplinked. Pushback
is allowed with this message.
Paper FSR Required means a fuel slip is required prior to pushback.
Pushback is allowed after the fuel slip is received.
Stay At Gate For WDR means stay at the gate. Pushback is allowed
only after a valid WDR is received.
If the ACARS printer is inop, the crew should also obtain a hard copy
of the WDR from the gate agent prior to closing the cabin door. At
the Captains discretion, however, the crew may dispatch without a
paper copy if the ACARS screen is readable.
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.6.18
F 5.6.3
F 5.6.5
NP 20.58
F 5.6.12
NP 20.51
F 6.1.7
F 5.6.19
F 5.6.20
F 5.6.16
F 5.6.6
F 5.6.2
F 5.6.6
F 5.6.7
F 5.6.8
F 5.6.19
43
For Training Purposes Only
AWABS Production
AWABS Runways
AWABS Winds
Backcourse Localizer
Bank Limit Selector
Basic Turbojet Minimums
Below Glideslope Alert
Biohazard
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.6.1
SP 16.20
GS
F 5.6.19
F 5.6.9
F 5.6.15
T 5.27
T 5.29
NP 20.26
AO3 4.2
T 7.14
F 8.4.4
44
Brake Pressure
Brake Source Light
Braking
Braking Action Advisories
NP 20.29
Q 14.15
II
Normal Right
Alternate Left (automatic if right hydraulic system press low)
Reserve Right (press the RESERVE BRAKES switch)
Normal Right
Alternate Center (automatic if right hydraulic system press low)
Reserve Center (press the RESERVE BKS & STEERING switch)
The brake wear indicators must extend out of the guides when the
parking brake is set.
When the wind, including gusts, exceeds 30 knots or if the ramp is icy,
leave the parking brake set at the gate.
Leave the parking brake set at the gate at all times if directed by the
Delta Special Pages.
If stopping distance is critical during a non-normal, consider using
max autobrakes for touchdown and quickly transitioning to max
manual brakes to stop the airplane.
When braking conditions are less than good, pilots are expected to
provide a PIREP.
When tower controllers receive braking action reports from pilots or
airport management using the terms fair, poor or nil, or
whenever weather conditions are conducive to deteriorating or
rapidly changing braking conditions, the ATIS will include Braking
action advisories are in effect.
Operations at on any runway with a report of nil braking action are
prohibited.
GS
F 6.1.10
T 8.3
AS4 4.1
AO4 3.1
F 3.3.3
Takeoff Briefing
(HAA)
F 3.3.4
Approach Briefing
(Threatening McNATS)
F 3.3.4
Dave Collett
April 25, 2015
www.convectivedigital.com
45
For Training Purposes Only
Briefing
Runway Position, Departure,
First Fix
Briefing
Briefing
Bulk Cargo Heat Selector (767)
Cabin Altitude Warning
Outflow Valve Closes
Altitude Warning Resets
Passenger Masks Drop
Passenger Oxygen Duration
Cabin Interphone System Inop
Callout at CAT III Alert Height
Callouts at Transition Altitude
and Transition Level
Callouts on Approaches
Callouts on Approaches
Callouts on Approaches
Callouts on Approaches
NP 20.59
Prior to the Before Takeoff checklist, verify and verbalize:
the FMS selected runway/intersection takeoff position matches
the latest ATC assigned takeoff runway position. Confirm the
takeoff runway position by using an outside reference.
the FMS selected departure procedure matches the latest ATC
issued departure clearance
the FMS departure first fix matches the first fix on the DP/SID.
Flight attendant briefing topics should include:
All Flights
security considerations
flight deck entry/exit procedures
planned flight time and altitude
enroute/destination weather including turbulence
requirement for passenger overwater briefing
coordination of PAs, including the warm weather PA
use of Easy Victor call and red and yellow emergencies
extra crewmembers
for international operations, confirm with the Flight Leader that
all flight attendants have the required documentation (passports,
visas, vaccinations) and required customs and immigration forms
are on board and
a medical event plan including expected communication between
the flight deck, cabin and STAT-MD.
First Flight of the Day or After a Crew Change
Seat Belt/No Smoking sign use
review of cabin discrepancies
passenger misconduct procedures
If one pilot needs to leave the flight deck a briefing will be conducted
summarizing automation status, clearance limits, fuel system status,
etc. The returning pilot will then be briefed on any relevant changes.
The Bulk Cargo Heat selector should stay in the Vent position.
10,000' cabin altitude
11,000' cabin altitude if the cabin controller is in Auto (and in Manual
on some 757s)
8,500' cabin altitude
14,000' cabin altitude
12 minutes (22 minutes on some 757s)
Ensure all cabin handsets are properly stowed.
Captain: Land 3 or Missed Approach. (Don't say anything else.)
Transition Altitude and Transition Level are required callouts if
the transition altitude is not 18,000 feet or the transition level is not
FL180.
If the radio altimeter is inoperative, make the 1,000 and 500
callouts by reference to the barometric altimeter.
On any approach, if the Pilot Flying can maintain visual contact with
the runway, the Approaching Minimums and Minimums
callouts are not required.
The Approaching Minimums callout at approximately 80 feet above
minimums and the Minimums callout are made by reference to
whichever altimeter (radio or baro) defines the minimums.
The PM should call Sink ___ for any descent rate exceeding 1,000
feet per minute below 1,000 feet AGL.
Dave Collett
April 25, 2015
www.convectivedigital.com
F 3.3.1
F 3.2.4
NP 20.19
II
Q 5.5
NP 12.7
NP 12.4
NP 12.5
NP 12.4
NP 12.4
NP 12.7
NP 12.5
46
For Training Purposes Only
Callouts on Approaches
Canceling IFR
Cargo Fire
Cargo Fire Detectors
CAT I (ILS and Non-Precision)
When cleared to intercept only the lateral path, the PM should call
Approaching inbound course. The PF should check the FMA and
respond with either ___ Armed or ___ Active, as appropriate
(e.g. Localizer Armed or Localizer Active).
When cleared for the vertical path, the PM should call Approaching
vertical path. The PF should check the FMA and respond with
either ___ Armed or ___ Active, as appropriate
(e.g. Glideslope Armed or Glideslope Active).
When cleared for both the lateral and vertical path, the PM should call
Approaching inbound course. The PF should check the FMA and
respond with both the appropriate lateral and vertical modes
(e.g. Localizer Active, Glideslope Armed or Localizer and
Glideslope Armed).
Cancelling IFR is authorized if:
VFR weather conditions exist
in direct communication with CTAF or other service providing
traffic advisories
within 10 nm of the airport or in visual contact with the landing
runway that can be maintained until landing
You must cancel IFR with the controlling agency.
The Captain and the dispatcher must agree that the planned flight is
safe and can be operated in accordance with FARs and company
policies. Either may delay the flight, but only Flight Control may
cancel a flight.
Allow only current and qualified pilots to occupy a control seat.
(Dont allow a flight attendant to sit in a pilot seat during a lav
break. See FOM Chapter 4 SSI for an exception.)
Allow admission to the flight deck only to authorized persons.
Allow a Line Check Pilot to assume command if being relieved.
Inform ground personnel not to open any cargo door until all
passengers and crew are off and firefighting equipment is nearby.
Since the cargo fire detectors detect smoke, the fire-extinguishing
agent may cause the detectors to indicate a fire still exists even after
it has been extinguished.
A descent below minimums is authorized if:
a normal landing can be made in the touchdown zone
the runway environment is in sight, however if only the approach
lights are in sight, descent is not authorized below 100' above
TDZE unless the red terminating bars or the red side row bars are
also visible. Sighting Lead-In Lights does not satisfy the
requirement for visual contact with the runway environment,
however it is sufficient to continue beyond the MAP. Do not
descend below the MDA/DDA until the actual runway
environment is in sight.
If the above conditions are not met, a missed approach is required.
In the US, if the TDZ and/or CL lights are inop or not installed, CAT I
ILS approaches may be flown to RVR 1800. This removes the
penalties for TDZ or CL lights out-of-service or not installed
provided all the requirements in the Airway Manual Chapter 3 are
met.
To initiate or land from the approach, the crosswind component on the
landing runway must be 15 knots or less.
A missed approach must initiated if an autoland cannot be safely
accomplished in the touchdown zone.
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 12.6
AS3 4.3
F 5.2.1
F 3.1.4
Q 8.17
II
AO3 4.7
AO3 4.8
AO3 4.10
AO3 4.13
AO3 4.12
AO3 4.15
47
Use the CAT II or CAT III approach guide in Normal Ops Info as a
briefing guide.
Autoland is required.
The Captain must conduct the approach.
Max winds to initiate or land from a CAT II or CAT III approach are a
15 knot max crosswind, a 25 knot max headwind and/or a 10 knot
max tailwind.
A missed approach is required if:
the autopilot is unintentionally disengaged, however, if the
autopilot is unintentionally disengaged below RA/DA/AH, the
landing may be completed if suitable visual reference is
established
autoland cannot be accomplished in the touchdown zone
the ASA does not say LAND 2 or LAND 3 on a CAT II
the ASA does not say LAND 3 on a CAT III
For all EICAS messages, aural warnings and warning/system failure
flags that occur prior to decision height/alert height, the approach
may be continued as long as the ASA status annunciates LAND 2 or
LAND 3 for a CAT II approach or LAND 3 for a CAT III approach
and the LOC and G/S are within tolerance. The ASA monitors the
required elements of the CAT II/III airborne system.
A missed approach is required if:
any of the required RVR, airborne or ground systems become
inoperative
the approach lights are not in sight by the DA(H)/RA
the threshold is not in sight by the Inner Marker or 100' above
TDZE. (May also be the DA(H)/RA.) The threshold environment
includes touchdown zone lights, threshold, red terminating bars
on the ALSF-I system or the red side row bars inside 500' on the
ALSF-II/ICAO system.
an automatic landing cannot be made in the touchdown zone
the crosswind is greater than 15 kts
A missed approach is required if:
any of the required RVR, airborne or ground systems become
inoperative
the crosswind is greater than 15 kts
an automatic landing cannot be made in the touchdown zone
For 757 and 767 aircraft, Delta operates all CAT IIIA and CAT IIIB
approaches as CAT III.
Cell phone and PED use is prohibited from the beginning of the
preflight checklist until completion of the shutdown or secure
checklist unless an operational need exists. In that case, the aircraft
must be stopped with the parking brake set.
Personal calls and texts are not allowed on the ramp during preflight
inspections, but operational calls are allowed provided they are made
at least 10 feet from refueling equipment.
Center tank fuel pump EICAS messages may display on takeoff or
climb if the center fuel tank contains less than 5,000 pounds of fuel.
Dave Collett
April 25, 2015
www.convectivedigital.com
NOI 3.7
NOI 3.9
AO3 4.12
AO3 4.15
T 5.13
F 3.2.9
NP 20.49
48
For Training Purposes Only
Checklist Modifications
Circling Approach
Configuration
Circling Approaches
Minimum Visibility
Minimum Ceiling
MDA
Circling Approaches
Circling Approaches
If center tank fuel is to be used, turn the center tank fuel pumps on
during the Pushback Procedure and before engine start. Observe both
Press lights illuminate and both center fuel pump EICAS messages
display. Then turn the pumps off for engine start and observe the
Press lights and EICAS messages are no longer displayed.
Checking the center tank fuel pumps can be accomplished any time
after fueling is complete.
For single-engine taxi, after starting the first engine turn the center
tank pump on for the operating engine.
During the Delayed Start Procedure, turn the operating center tank fuel
pump off prior to starting the second engine.
After both engines are started, turn both center tank fuel pumps on and
verify Press lights and EICAS messages are not displayed.
To prevent a center tank Universal Fault Interrupter (UFI) lockout
(trapped fuel), center tank pumps must be turned off prior to engine
shutdown.
Turn the pump(s) on for operating engine(s) after engine start after a
delay of 5 seconds or more.
For all operations, pilots will have adequate Jeppesen Airway Manual
material out of the flight kit and available for immediate reference.
When using a single set of approach plates or charts, both pilots
should review the charts, but the pilot flying the approach should
have the chart viewable during the approach.
The checklist must not be modified in any way. (The FAA gets very
upset about that.)
The circling maneuver is flown in the landing configuration with the
Landing checklist complete. (i.e. landing flaps prior to the FAF.)
NP 20.44
NP 20.48
NP 20.55
NP 20.56
NP 20.53
F 3.2.2
Vol 1
Preface 1.2.4
T 5.73
AO3 4.5
Dave Collett
April 25, 2015
www.convectivedigital.com
AO3 4.6
T 5.75
T 5.97
49
For Training Purposes Only
Circling Approaches
Clearance Verification
Clearance Verification
Dave Collett
April 25, 2015
www.convectivedigital.com
T 5.73
T 5.74
QRH
NNCI 1.4
NP 12.8
F 3.2.2
50
For Training Purposes Only
Cleared Direct
Cleared To vs Cleared Direct
Communicable Disease
Communications Requirement
Communications Requirements
Dave Collett
April 25, 2015
www.convectivedigital.com
AS2 1.2
GS
SP 11.24
NP 20.33
F 5.3.14
F 5.3.15
F 7.4.6
AO5 3.2
AO5 2.1
F 7.1.4
51
For Training Purposes Only
Configuration Changes
Contact Approaches
Contaminated Runways
Contaminated Runways
Contaminated Runways
Contaminated Runways
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 10.4
AO3 4.2
SP 16.18
SP 16.21
SP 16.16
SP 16.17
52
For Training Purposes Only
Contaminated Runways
Contaminated Taxiways
Contaminated Taxiways
Contract Maintenance
Control Wheel Steering
Cost Index
CPDLC Downlinks
CPDLC Emergency Page
CPDLC Logon
CPDLC Waypoints
Crew Rest Facilities
Since the 757-300 may not consider a wet runway to be dry if the
runway is grooved or has a porous friction overlay, AWABS will
automatically calculate wet numbers for 757-300 aircraft if the
runway is reported to be wet. For all other aircraft, the Captain must
notify the gate agent or Operations if he wants to load plan based on
wet numbers.
Avoid taxing in deep snow or slush because steering will be more
difficult. Brakes, gear and flaps may also freeze after takeoff if
contaminated with snow or slush.
Taxi slowly, use small tiller and rudder inputs and apply minimum
thrust smoothly. Differential thrust may be used to help maintain
momentum during turns. At all other times, apply thrust evenly.
Taxiing on slippery taxiways or runways at excessive speed or with
high crosswinds may start a skid.
When operating the engines over significant amounts of standing
deicing or anti-icing fluid, limit thrust to the minimum required.
Excessive ingestion of deicing or anti-icing fluid can cause fluid to
build up on engine compressor blades resulting in compressor stalls
and engine surges.
Consider starting both engines when anticipating taxi on slippery or
contaminated surfaces.
Do not contact contract maintenance directly. Go through Dispatch
and the MCC instead.
Do not use control wheel steering for takeoff or the landing flare
maneuver.
All oceanic crossings, except for the North Atlantic, will be flight
planned to use a Variable Cost Index. When required, however, ATC
may assign a constant Mach to maintain separation.
NAT tracks will be flown at a constant Mach.
Use extreme caution when dealing with conditional clearances.
Numerous ATC violations have resulted from crews missing the
conditional nature of the clearance and climbing too early or too late.
Most Air Traffic Service Units (ATSUs) must confirm data authority
with the aircraft with some kind of downlink.
in the Atlantic, Gander, Reykjavik and Shannon will send an
automated message to the aircraft that crews must acknowledge
in the rest of the Atlantic, nothing is required
in the Pacific, crews must send a CPDLC position report (ATC
SEND) when crossing an FIR boundary
To avoid ambiguity, do not send multiple clearance requests within a
single downlink message. Use separate templates for each request.
Normally use the CPDLC Emergency page instead of the ADS
Emergency prompt to declare an emergency. This will trigger both
CPDLC and ADS emergency modes.
Pre-populate the CPDLC Emergency page with the appropriate ETP
airport, SOBs, offset and altitude and keep it updated as ETP airports
change. In the event of an emergency, only MAYDAY or PAN will
need to be selected prior to sending.
Log on 15 minutes prior to the Oceanic Entry Point or FIR boundary.
Do not add extra waypoints to the active route when using ADS-C.
On the 767ER, the temperature control system inside the pilot and
flight attendant crew rest facilities serves only as a heater. Gaspers
are the best source of cool air.
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 16.17
SP 16.7
SP 16.4
F 3.4.9
SP 4.1
F 5.3.30
SP 5.69
AS5 2.7
SP 5.75
SP 5.78
SP 5.80
SP 5.69
AS5 2.17
F 3.2.23
53
For Training Purposes Only
Crewmember Incapacitation
Critical Controls
Crosswind Guidelines
Crosswind Landings
Cruise Clearance
Pilot crew rest facilities are for operating pilot crewmembers only,
however pilots deadheading in uniform on a scheduled rotation may
use the crew rest facility at the Captains discretion.
Due to egress training requirements, only pilots qualified on the B767
may occupy those facilities.
On the 757ER without lie-flat seats, Sponge Bob must be stored in the
forward coat closet when not in use.
On augmented crews, a primary concern should be the alertness level
of the landing pilot.
On flights on the 757ER without lie-flat seats that require a crew rest
seat, the seat next to the crew rest seat will be the last seat filled and
the seat in front of the crew rest seat will be the second to last seat
filled.
The Captain will be informed as to whether a passenger has been
assigned those seats.
Non-revs may be assigned those seats in accordance with this policy.
If a flight attendant becomes incapacitated, treat the situation as if a
passenger had become incapacitated.
A pilot will be presumed incapacitated after failing to respond to two
verbal communications or to one verbal communication associated
with a significant deviation from the intended flight path.
Once declared incapacitated, a pilot will be denied access to any
aircraft controls for the remainder of the flight.
During an inflight non-normal, verbal confirmation is required before
moving any of the following critical controls:
an engine thrust lever
an engine fuel control switch
an engine, APU or cargo fire switch
a generator drive disconnect switch
a flight control switch
This does not apply to the Dual Engine Failure checklist. (Do not
delay the Dual Engine Failure memory items and checklist in order to
take advantage of high RPM and improve the chances of a successful
restart.)
For dry runways, the maximum crosswind component for both takeoff
and landing is 40 knots, including gusts.
For wet runways, the maximum crosswind component for takeoff is 25
knots, including gusts, and the maximum crosswind component for
landing is 40 knots, including gusts.
Crosswind components are lower for other types of contamination.
Refer to SP 16.
Sideslip only (zero crab) landings are not recommended with
crosswind components in excess of 25 knots to ensure adequate
ground clearance (wingtips, engines) and adequate control margin.
A cruise clearance is a clearance along a published airway that
provides a transition to the approach environment. Descent may be
initiated at the pilots discretion to the applicable minimum IFR
altitude along the assigned route of flight. The flight is also cleared
for any instrument approach unless restricted by ATC. (You will
probably get a cruise clearance approaching Palau.)
In flight, the cockpit voice recorder and flight data recorder must
remain operative at all times and may not be disabled for any reason.
Dave Collett
April 25, 2015
www.convectivedigital.com
F 3.2.22
F 3.2.22
F 3.2.25
F 3.2.23
F 10.1.8
F 10.1.9
QRH
NNCI 1.7
SP 16.16
SP 16.16
AS3 3.3
F 3.4.6
54
For Training Purposes Only
DA, DH and AH
Dangerous Goods
Dangerous Goods
Dangerous Goods Drill Codes
Deadhead Crewmembers
Departure
Dave Collett
April 25, 2015
www.convectivedigital.com
T 5.12
F 8.1.7
F 8.1.5
F 8.1.10
F 8.1.11
F 8.1.14
F 8.2.2
F 4.1.4
AO3 2.1
55
For Training Purposes Only
Departure Priorities
All Engines
Engine-Out
Missed Approach/Rejected
Landing Priorities
AO3 2.2
1.
2.
3.
4.
1.
2.
3.
All Engines
Engine-Out
LAHSO
Departure Restrictions
Dave Collett
April 25, 2015
www.convectivedigital.com
GS
T 1.48
T 4.25
56
For Training Purposes Only
Descent
Descent Notification
Landing Notification
Descent Planning
Descent Planning
Descent Rate
Destination Weather
Basic Dispatch
NP 20.66
NP 20.68
T 4.21
T 4.26
T 4.28
F 3.4.10
F 5.1.4
The destination airport must have weather reports, forecasts or a
combination of both, which indicate conditions will be at or above
the authorized minimums at the estimated time of arrival.
If there is no applicable IFR approach, weather reports, forecasts, or a
combination of both, must indicate a ceiling and visibility permitting
a descent from the MEA to land under VFR.
For airports where a ceiling is controlling for the approach, the
weather reports, forecasts, or a combination of both, must be greater
than or equal to the HAA/HAT for the estimated time of arrival. For
visibility only approaches, only the visibility need be considered.
Exemption 3585
Domestic Only
Extended Overwater
GS
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.1.5
F 3.4.7
57
For Training Purposes Only
Dispatcher Coordination
Dispatcher Coordination
Ditching Configuration
Diverting
Diverting
Document Verification
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.4.9
F 5.2.1
Q 0.1
GS
F 10.2.1
F 5.2.5
58
For Training Purposes Only
Doors
EICAS Messages
EICAS Messages
Do not operate the entry and cargo doors with winds at the door of
more than 40 knots. Do not keep the door open when wind gusts are
more than 65 knots. Strong winds can cause damage to the structure
of the airplane.
Flight longer than 6 hours with a Duct Leak light illuminated may
result in structural damage.
Access to the E&E compartment in flight is prohibited. Exceptions
must be coordinated with the dispatcher who will seek approval from
the Supervisor of Flying. However, during a time-critical emergency
that may potentially affect the safety of flight, the Captain may
authorize entry without approval.
Cancel EICAS messages after completing the appropriate non-normal
checklist so youll notice if something new pops up.
Consequential EICAS alert messages may appear as a result of a
primary failure condition (e.g. Rudder Ratio as a result of a
hydraulic system failure) or as a result of doing a checklist (e.g. Pack
Off as a result of doing the Smoke, Fire or Fumes checklist).
Complete the non-normal checklists for consequential EICAS alert
messages unless Do not accomplish the following checklists is
included in the primary checklist.
After dispatch (thrust levers advanced for takeoff), there is no
requirement to check status messages because any message
concerning the safe continuation of the flight will appear as an
EICAS alert message (warning, caution or advisory). On some 757s,
however, the only indication of impending fuel filter bypass will be a
status message, so look at them anyway.
Attempt to erase all status messages that appear prior to dispatch.
If a status message cannot be erased, contact maintenance.
Do not erase status messages that appear after dispatch. Inform
maintenance and record in the logbook.
To erase status messages, accomplish the following on the auxiliary
panel:
1. press the ECS/MSG switch
2. press the AUTO EVENT READ switch
3. press and hold the ERASE switch for 3 seconds
Check status messages after shutdown and record in the logbook. Do
not attempt to erase these messages.
Dave Collett
April 25, 2015
www.convectivedigital.com
II
Q 2.4
F 3.4.7
GS
QRH
NNCI 1.8
NP 10.7
SP 15.1
SP 15.2
NP 20.79
59
For Training Purposes Only
Electronic Equipment
Electronic Interference
Emergency Authority
Emergency Briefing
Emergency Communications
Emergency Declaration
Dave Collett
April 25, 2015
www.convectivedigital.com
II
F 3.2.10
F 10.1.1
F 10.1.1
F 10.1.3
F 10.1.3
F 10.1.1
60
For Training Purposes Only
Emergency Landing
Emergency Landing
Emergency Lights
Emergency Signal
Emergency Suitable Airport
Dave Collett
April 25, 2015
www.convectivedigital.com
F 10.1.4
Q 0.6
NP 12.11
F 10.1.2
F 10.1.14
61
For Training Purposes Only
Emergency Types
Do not use the terms red or yellow emergency with ATC. They are for
Company use only.
F 10.1.1
F 10.1.2
Engine Exceedance
Dave Collett
April 25, 2015
www.convectivedigital.com
F 3.4.10
NP 20.22
SP 7.3
T 8.12
T 8.8
T 8.9
62
For Training Purposes Only
Dave Collett
April 25, 2015
www.convectivedigital.com
Q 7.2
T 5.99
T 5.103
T 3.49
T 8.7
F 10.1.12
Q 12.6
Q 12.14
SP 7.3
QRH
NNCI 1.3
Q 7.18
63
For Training Purposes Only
Engine Shutdown
Engine Shutdown
Dave Collett
April 25, 2015
www.convectivedigital.com
Q 7.6
GS
SP 16.4
F 5.3.16
T 3.50
Q 8.25
SP 7.6
F 6.1.2
QRH
NNCI 1.3
NP 20.76
64
For Training Purposes Only
Engine Shutdown
Engine Start
Start selector to GND
Fuel Control to Run
NP 20.46
Verify oil pressure rise and N2 rotation.
At 25% N2 or max motoring with:
757 - 18% N2 minimum (magenta radial)
767 - 15% N2 minimum (magenta radial)
Verify EGT increases and stays below the EGT limit.
Caution: Re-engagement of the starter with N2 in excess of 20% will
result in serious damage to the starter and engine.
Stable Start
The engine is stabilized at idle after the red EGT start limit line
disappears, the starting EGT peaks, and N2 reaches 60% or greater
which enables full EEC authority.
Aborted Start
Accomplish the Aborted Engine Start memory item and refer to the
QRH for one or more of the following conditions:
oil pressure does not rise after selecting GND
fuel flow is abnormally high or fluctuating
EGT fails to rise within 20 seconds of selecting RUN
EGT rises rapidly or approaches the limit
N1 fails to increase after EGT rise
EGT quickly nears or exceeds the start limit
oil pressure indication is not normal by the time the engine is
stabilized at idle
757 if planning a single engine taxi, normally start the left engine
first to minimize PTU hydraulic pump noise in the cabin.
767 normally start the right engine first to ensure both the enginedriven and electric hydraulic pumps are available to pressurize the
normal brake system. This also allows the rampers to access the bulk
bin to load late bags.
Advancing the engine start lever to idle prematurely can cause a hot
start.
Keep a hand on the engine start lever while observing RPM, EGT and
fuel flow until stabilized.
If fuel is shutoff inadvertently (by closing the engine start lever) do not
reopen the engine start lever in an attempt to restart the engine.
Failure of the Engine Start switch to hold in GRD until starter cutout
rpm is reached can result in a hot start.
Engine Start
Engine Start
T 8.10
Dave Collett
April 25, 2015
www.convectivedigital.com
T 2.3
T 2.3
65
For Training Purposes Only
Engine Start
The engine is stabilized at idle when the red max start EGT limit line
disappears, starting EGT peaks, and N2 is 60% or greater. If 60% N2
is not achieved, the engine may experience an extended hung start
and/or an EGT exceedance, and the engine may not respond to thrust
lever movement.
For ground starting, the EGT limit is 545C at 0 seconds and
decreasing linearly to 485C at 30 seconds. The red tick mark on the
EGT display is set at 485C and above that temperature the EGT
display will turn red. This does not require an engine shut down and
simply alerts the crew that the temperature is approaching the 545C
limit and to make note of the time. Only shut down the engine if it
appears the 545C limit will be reached or exceeded. If the EGT
passes 485C but does not exceed 545C, engine shut down is not
required. Make a logbook entry and contact MCC prior to dispatch
for further guidance.
Do not lower the flaps until the engine is stabilized in idle. Flap
extension causes the Air Demand Pump to operate, which reduces
airflow to the engine starter and may cause a hung start or a hot start.
The engine starter duty cycle is continuous for 5 minutes and then cool
for 30 seconds per minute of operation.
On the 757, the L or R ENG STATOR EICAS messages indicates the
EEC is unable to control the stator vane actuator. Any thrust lever
movement or changes to anti-ice, air conditioning pack, or recirc fan
configuration may cause engine flameout.
Complete the Engine Tailpipe Fire checklist only if a fire is reported
on the ground and there is no engine fire warning. If an engine fire
warning is present, complete the Engine Fire or Severe Damage or
Separation memory items and checklist.
Motoring is the primary means of extinguishing the fire.
The engine fire checklist is not appropriate because the fire
extinguishing agent is not effective against a fire inside the tailpipe.
Warm Up: 5 minutes desired, 3 minutes minimum
Cool Down: 3 minutes or gate arrival, whichever comes first
The Equipment and Furnishings Manual (EFM) is located in the cabin
and provides a means for flight attendants to report non-safety
discrepancies to the pilots.
Neither the EFM nor the pilot worksheets are required for dispatch.
An equipment overheat is indicated by an EQPT OVHT (757) or FWD
EQPT COOLING (767) EICAS message that remains illuminated.
On most airplanes:
avionics on Standby Busses are reliable for 90 minutes (includes
standby flight instruments)
avionics not on Standby Busses are subject to imminent failure
(includes EFIS displays)
On some 757s, non-essential avionics and electrical equipment are
subject to imminent failure but cooling is still provided to essential
avionics and electrical equipment.
An equipment cooling valve is not in the commanded position.
If the light remains on 30 seconds after selecting STBY, the airplane
may not pressurize. Do not take off.
Escape slides and powered door opening disarm automatically when
doors are opened from outside the aircraft.
ATC must be notified without request when an ETA given is in error
by 3 minutes or more (not required in the U.S. when in radar contact
or in the US with an ADS-C connection).
Dave Collett
April 25, 2015
www.convectivedigital.com
T 2.3
T 2.3
T 2.4
Limitations
Q 7.29
Q 8.8
T 8.7
NP 20.59
NP 20.76
F 2.3.2
Q 2.14
Q 2.27
SP 1.3
AS5 2.3
66
For Training Purposes Only
ETA Changes
ETA Changes
ETOPS
Designate an ETP on any flight where the planned route places the
aircraft more than 60 minutes from an adequate airport in still air
with one engine out (an ETOPS flight). Suitable airports must also
be designated.
An airport that meets FAA safety requirements and with a runway that
is sufficiently long and wide. The aircraft must be able to land within
60% of the available landing distance.
Evacuation
Passenger Initiated
SP 5.75
AS5 2.18
AS2 3.1
AS2 4.1
AS2 4.3
GS
F 10.1.3
Anytime a situation occurs that alarms the passengers, a passenger
initiated evacuation is possible. If an evacuation is not required, the
Captain should make the following PA: This is the Captain. Remain
seated with your seat belt fastened.
Upon being notified that an unwarranted passenger initiated
evacuation has started, the Captain should:
configure the aircraft for evacuation, if possible (engines)
make a PA advising passengers the evacuation is not necessary
and to remain in their seats
Dave Collett
April 25, 2015
www.convectivedigital.com
F 10.1.6
67
For Training Purposes Only
Evacuation
Flight Attendant Initiated
Evacuation or Ditching
Captain
F 10.1.6
In an emergency situation, if the flight crew has not provided
necessary direction, the Flight Leader will attempt to contact the
flight deck. In a life threatening situation (fire, smoke or structural
damage) and once the aircraft has come to a complete and final stop,
flight attendants have the authority to initiate evacuation without
instructions from the flight deck.
T 8.14
For both ground evacuation and ditching, proceed to the forward cabin
area and assist as needed. Exit from the rear of the airplane after all
passengers are off if possible.
First Officer
For a ground evacuation, proceed to the forward door area and ensure
forward exits are open. Exit from the forward exit and assist from
outside the aircraft.
For a ditching, take the ELT. Ensure forward exits are open. Exit from
a forward exit and board raft.
Event Record
Fast/Slow Indicator
Fighter Pilots Beware
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.66
GS
T 7.12
T 7.12
T 7.21
68
For Training Purposes Only
AO3 4.2
Starts at the FAF or the FAP
FAF Maltese Cross
FAP on course inbound (5-5- alive)
Precision
RNAV
Fire Extinguishers
Halon
Water
Fire Extinguishers
Fire Fighting
Laptop or PED Fire
Fire Fighting
AO3 4.3
II
All fires, but primarily on electrical, fuel and grease fires.
Fabric, paper and wood fires. Primary for laptop or PED fire.
If a fire extinguisher is discharged on the flight deck, wear oxygen
masks set to 100% oxygen with Emergency selected.
II
F 7.1.9
For a laptop or PED fire, make every effort to isolate the burning unit.
A water extinguisher, or any non-flammable liquid (e.g. water,
soda), will be most effective at cooling the fire and keeping it from
spreading. If a water extinguisher is not available or if the flames
persist, use a Halon extinguisher.
Remove power source from electrical fires as soon as possible.
Avoid discharging fire extinguishers directly on people due to possible
suffocating effects. (A weapon against terrorists.)
Do not discharge too close to a fire as it may scatter the fire.
Stay away from the fuel source.
Avoid breathing vapors, fumes and heated smoke as much as possible.
Dave Collett
April 25, 2015
www.convectivedigital.com
II
69
For Training Purposes Only
Fire Switches
Engine
II
Silences the fire bell
Arms both fire bottles
Closes engine and spar fuel valves
(6 items)
Closes the bleed valve
Trips the generator
Shuts off fluid to the engine-driven hydraulic pump
APU
Silences the fire bell (and the nose gear horn if on the ground)
Arms the APU fire bottle(s)
Shuts down the APU (backs up automatic shutdown if on the ground
with both engines shut down)
Closes the APU fuel valve
(6 items)
Trips the APU generator
Closes the APU bleed valve
Forward Cargo
Aft Cargo
Fire Testing
First Flight of the Day
First Officer Minimums
Lowest Vis for Takeoff
Lowest Vis for Approach
Flap Extension
Flap Movement
Flap Retraction Schedule
Flap Schedule
Flaps 25 Landing
SP 8.1
SP 8.2
NP 20.1
AO3 3.1
Dave Collett
April 25, 2015
www.convectivedigital.com
AO3 4.10
NP 20.50
NP 20.29
T 3.38
T 5.5
T 1.27
T 6.38
70
For Training Purposes Only
Flaps 25 Landing
T 5.4
F 3.2.7
F 3.2.8
F 3.2.7
4 for dispatch, 2 for through flights
5 for dispatch, 2 for through flights
6 for dispatch, 3 for through flights
Delta policy requires all flight attendants to remain on board during
deplaning until all passengers have deplaned unless performing a
duty authorized by the On-Board Manual.
Press the ENT key.
Enter the access code in the keypad.
Press the ENT key.
F 3.2.6
SP 1.4
SP 1.6
II
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 4.1
71
For Training Purposes Only
Flight Watch
Dave Collett
April 25, 2015
www.convectivedigital.com
II
F 5.2.3
T 1.46
GS
AO5 3.1
72
For Training Purposes Only
FMS Altitudes
Secure the cabin (carts, galleys, overhead bins, closets, lavs, etc.) and
arm at least the 1L and 1R doors.
Disarm the doors after block-in and signal the agent when it is safe to
open the main entry door.
An FMC Reset must be performed after a track change to enable wind
data for the new position fixes.
INIT RQ can only be used once per release number to start the data
uplink process. A new release number unlocks the limit and will
allow another uplink of the needed data.
If it becomes necessary to re-request current release number uplinks,
perform an FMC RESET by sending the key words FMC RESET in
the text block of a MISC RPT via ACARS.
Waypoint Position Reporting will automatically send position reports
at every DAL POSN RPT fix on the flight plan provided the airplane
actually passes over the fix. If the fix is bypassed with a direct
routing, manually send a position report with the Company Send
prompt as soon as possible after passing abeam the fix. Do not send
the report early or the Delta computers wont update.
WPR Reset should be accomplished if:
the dispatcher or ATC advises WPR is not working
a reroute or track change occurs
The FMC transitions to on approach mode for any of the following
conditions:
an approach procedure selected from the Arrivals page becomes
the active procedure on page 2 of the active Route page
the destination is less than 12 nm away and the active leg is not
part of a procedure
the missed approach point or last waypoint on the approach
procedure is the active waypoint and is less than 25 nm away
flaps are extended after VNAV is engaged in descent mode (in
some cases)
Once the FMC is in on approach mode:
the MCP speed window can be opened and VNAV will remain in
VNAV PATH
the MCP altitude can be set above the airplanes altitude for the
missed approach. If the altitude is set at least 300 feet above the
airplanes current altitude, VNAV will continue the descent.
VNAV will follow the descent in VNAV PATH unless the
airspeed increases to within 5 knots of the flap placard speed or
the airplane rises more than 150 feet above the path. In that case,
VNAV will change to VNAV SPD.
The ALTN page shows four alternate airports listed in order of ETA.
The airports are either automatically selected by the FMS or may be
manually entered, such as ETOPS alternates or filed alternates. Be
aware that since the ALTN page is only updated when crossing an
active waypoint, the closest alternate may not always be at the top of
the page.
It may be especially advantageous to request an altitude above
optimum (above RECMD) if altitude changes are difficult to obtain
on the route. This minimizes the possibility of being held at a low
altitude and high fuel consumption condition for long periods of
time.
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 1.1
SP 5.56
SP 5.67
SP 5.54
SP 5.55
II
GS
T 4.12
73
For Training Purposes Only
FMS Altitudes
FMS Anomaly
FMS Anomaly
FMS Changes
FMS Database
FMS Database
FMS Flight Data
FMS Loading
Dave Collett
April 25, 2015
www.convectivedigital.com
T 4.8
T 4.9
T 4.11
GS
GS
GS
AS2 1.2
NP 20.14
T 4.11
NP 20.14
SP 11.44
74
For Training Purposes Only
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.17
NP 20.16
NP 20.13
NP 20.14
NP 20.16
NP 20.15
NP 20.14
NP 20.16
GS
NP 12.1
GS
NP 20.13
NP 20.15
SP 11.45
75
For Training Purposes Only
Food Consumption
Fuel
Alternate Fuel Burn
Fuel
Flight Plan Reserve Fuel
The FMS will calculate two different time estimates for the active
waypoint. The time shown on the HSI is based only on current
winds. The time shown on the MCDU is based on a mixture of
current winds and forecast winds loaded into the FMS. The mixture
depends on the distance to the active waypoint. If the waypoint is a
long way away, most of the time calculation will be based on
forecast winds. If the waypoint is close, most of the calculation will
be based on current winds.
If an aircraft climbs above the highest loaded forecast wind, the FMS
uses the highest loaded forecast wind without extrapolation. For
example, if winds at FL350 are loaded and the aircraft climbs to
FL370, the FMS uses the winds at FL350.
If an aircraft descends below the lowest loaded forecast wind, the FMS
keeps the direction constant but extrapolates the speed uniformly to
zero at the surface. For example, if winds at FL270 are loaded and
the aircraft descends to FL250, the FMS will use winds from the
same direction but extrapolated to a lower speed.
The wind entry at a waypoint is propagated forward to all down track
waypoints until the next entry or the top of descent. In addition, the
wind entry at a waypoint is propagated backward to the airplanes
present position if no other entries have been made. This can cause
problems with FMC time calculations if not corrected. For example,
assume a flight intends to cross the Atlantic at FL330 and then step
to FL350 over Europe. The crew loads strong winds into the FMS at
FL330 for the crossing and light winds at FL350 for the journey
across the Continent. In this case, the light winds at FL350 will
propagate all the way back across the Atlantic. If the flight is cleared
to cross the ocean at FL350 instead of FL330, the FMS will be using
light winds for its calculations and the time estimates will be wrong.
The solution, of course, is to load the correct winds for the actual
flight level flown.
Enroute and Descent winds will be automatically uplinked to data link
capable aircraft at 0430Z, 1030Z, 1630Z and 2230Z.
If winds are not received within 15 minutes of a new uplink time,
perform an FMC Reset and then send a manual request.
Pilots should not eat identical meals from the same restaurant or
kitchen within 6 hours of flight.
Pilots may eat the same meal in flight provided the meals are
staggered so that one pilot is monitoring the aircraft.
Crewmembers should not eat any food provided by a passenger.
GS
GS
GS
SP 5.64
F 3.2.12
F 5.3.10
Fuel burn to an alternate airport is calculated at planned landing
weight from a static takeoff at the destination airport and then flying
normal climb, cruise and descent profiles to the alternate via the
shortest available route while observing overwater and area
navigation restrictions.
F 5.3.10
For domestic flights, reserve fuel in the fuel planning block of the
flight plan (not the FMS Reserve Fuel) is the greater of minimum
fuel or 45 minutes of fuel burn at cruise.
For flag operations, reserve fuel is calculated as the greater of
minimum fuel or additional fuel reserves required for the flight. (e.g.
10%, 30 minute hold, B43 reserve, etc.)
Dave Collett
April 25, 2015
www.convectivedigital.com
76
For Training Purposes Only
Fuel
Min Fuel for Takeoff
Fuel
FMS Reserve Fuel
Fuel
Fuel Anomaly (767)
Fuel Crossfeed
Fuel Documentation
F 5.3.11
Min Fuel for Takeoff is the FAR-required fuel when thrust levers are
advanced for takeoff.
F 5.3.8
The FMS Reserve Fuel on the flight plan is the sum of:
fuel to the alternate with the highest burn plus
ballast/unusable fuel plus
the greater of:
- minimum fuel (4,500 lbs. for 757 or 7,300 lbs. for 767) or
- FAR reserve fuel (45 min at cruise for domestic or 30 minutes
of holding at 1,500' AFE for international)
Check fuel quantity equal to or greater than Min Fuel for Takeoff just
prior to taking the departure runway.
On some 767 aircraft the center tank fuel pumps occasionally may not
produce enough pressure to override the main tank fuel pumps
leading to simultaneous fuel consumption from the center tank and
the left and/or right main tank. There is no way to predict when this
will occur.
If this happens, do not turn off the center tank pumps because that may
trip the Universal Fault Interrupters and trap fuel in the center tank.
Leave the center tank pumps on until all fuel is burned from the
center tank.
If you notice the situation before the Fuel Config message appears,
accomplish the Fuel Balancing procedure in Supplemental
Procedures while using all center tank fuel first.
If you notice the situation after the Fuel Config message appears,
accomplish the Fuel Configuration checklist in the QRH while using
all center tank fuel first.
These procedures may result in extended flight with the main tanks
unbalanced until all center tank fuel is used.
Document each occurrence in the logbook.
Only the 767ER requires fuel caps. (Because it has a fuel dump
system.)
1,800 pound fuel imbalance (757).
2,000 500 pound fuel imbalance (767).
1,200 lbs. or more in the center tank with center fuel pumps off.
2,200 lbs. or less in a main tank. (LOW FUEL message too.)
On aircraft with a single crossfeed switch, cycle the switch on then off
during the Descent check following an ETOPS flight. Record
abnormal operation in the logbook.
Do not pushback from the gate until obtaining
a paper Fuel Service Record (FSR), or
an EFSR delivered via ACARS, or
a printed copy of the EFSR provided by the gate agent
An FSR or EFSR is always required even if the aircraft did not require
any fuel.
If fueling is complete, the D-7 Pre-Pushback message will say either
EFSR or Paper FSR Required.
If fueling is not complete, the D-7 Pre-Pushback message will say
Fuel Closeout Pending. If youre at an EFSR station you can close
the cabin door and pull the jetway while waiting for the EFSR, but
do not push back until you have it.
On some 757s, the only indication of an impending fuel filter bypass is
a status message. There will not be an EICAS warning, caution or
advisory.
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.59
SP 12.4
F 5.4.26
II
NP 20.65
F 5.4.20
F 5.4.21
II
77
For Training Purposes Only
Fuel Imbalance
Fuel Jettison (767ER)
Fuel Low
Fuel Minimums
757
T 8.23
T 8.25
II
F 10.2.7
Q 12.20
F 10.1.10
Minimum Fuel:
4,500 lbs.
Emergency Fuel:
3,500 lbs.
Final Approach Fuel:
300 lbs.
767
Minimum Fuel:
7,300 lbs.
Emergency Fuel:
5,300 lbs.
Final Approach Fuel:
500 lbs.
Minimum Fuel
Enough fuel to hold at 1,500' AFE for 30 minutes and then fly one
approach plus fuel tank gauge tolerance.
Emergency Fuel
Enough fuel to initiate a missed approach at 200' AFE and then climb
to 1,500' AFE, proceed downwind and fly another approach from a
point 10 miles from the end of the runway plus any fuel tank gauge
tolerance. Emergency fuel is approximately 30 minutes of fuel
remaining. Warning: Executing a missed approach with less than
emergency fuel could result in engine flameout.
F 10.1.11
F 10.1.10
Fuel Required
Fuel Requirements
Domestic
SP 12.1
NP 20.36
F 5.4.1
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.4.2
78
For Training Purposes Only
Fuel Requirements
Ops Specs B043
(10% of Class II)
F 5.4.18
Ops Specs B043 requires the 10% reserve fuel to be calculated only
for that portion of the flight in Class II airspace.
An alternate is required regardless of conditions if the flight is over 6
hours.
Do not takeoff unless there is enough fuel on board to:
fly to and land at the destination and
fly for 10% of the time in Class II airspace and then
fly to and land at the most distant alternate and then
fly for 45 minutes at normal cruise fuel consumption
For a flight to be dispatched under B043, weather reports and/or
forecasts must indicate conditions will be:
at or above the landing minimums at the time of arrival at any
airport to which the flight is dispatched and
at or above the landing minimums at the time of arrival at any
required alternate airport
Fuel Requirements
Int'l Straight Release
F 5.4.19
F 5.4.19
Do not take off unless there is enough fuel on board to:
fly to and land at the airport to which released and then
fly for a period of 10% of the total time from departure to the
airport to which released and then
fly to and land at the most distant alternate and then
hold for 30 minutes at 1,500' AFE at the alternate or destination
if no alternate was required
For a flight to be dispatched on a straight release, weather reports
and/or forecasts must indicate conditions will be:
at or above landing minimums at the time of arrival at any airport
to which the flight is dispatched or
at or above the landing minimums at the time of arrival for any
required destination alternate airports
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.4.20
79
For Training Purposes Only
Fuel Requirements
Ops Specs B044
(Planned Redispatch)
F 5.4.9
Ops Specs B044 authorizes the dispatcher to plan a flight to an
intermediate airport and then execute a redispatch flight plan from a
predefined redispatch point to the final destination.
Fuel savings are realized by allowing two independent 10% reserve
fuel calculations, one for each portion of the flight.
An alternate may not be required if a redispatch segment is under 6
hours.
F 5.4.10
Fuel Tolerances
Preflight
F 5.4.25
F 5.4.27
Contact the dispatcher if fuel on board (FOB) is greater than block fuel
by more than:
1,000 lbs. for narrow body
1,500 lbs. for wide body
Pushback/Start
Contact the dispatcher anytime FOB is less than Min Fuel for Takeoff
plus flight plan taxi fuel.
Takeoff
Do not take off and contact the dispatcher if FOB is less than Min Fuel
for Takeoff.
Waypoint Passage
Destination
Alternate
F 5.4.11
Dave Collett
April 25, 2015
www.convectivedigital.com
SP 7.9
80
For Training Purposes Only
Go-Around
Go-Around
Go-Around
Go-Around
Go-Around Armed
Go-Around Call
Heading Hold
Altitude Hold
Headsets and Boom
Microphones
Dave Collett
April 25, 2015
www.convectivedigital.com
II
NP 20.21
T 5.107
T 5.107
NOI 3.4
T 5.109
T 5.30
II
F 3.4.10
SP 4.1
II
F 3.4.5
NP 20.31
SP 5.116
JE US-13
T 8.5
81
HF Radio Check
HF Radios
Holding Configuration
Holding Fix
Holding Speed
Holding Times
Above 14,000' MSL
14,000' MSL and below
1 min
1 min
Reporting
No Holding Instructions
After Departing Holding
Holding Technique
SP 5.90
T 4.29
SP 11.18
T 4.30
AO3 1.11
Standard Pattern
Max Teardrop Angle
Slow to Holding Speed
AO5 2.4
Right turns
30 degrees
Within 3 minutes of the holding fix. Do not slow early without ATC
approval, but cross the holding fix on speed.
Report time and altitude entering and report leaving.
Hold on the inbound course to the clearance limit fix using a standard
holding pattern (right turns).
Resume normal speed unless otherwise instructed.
Avoid public math! Unless cleared to hold at your present position or
at a published holding pattern already in the FMS, load the radial of
the holding pattern into the FMS instead of the course. Controllers
normally assign holding on a radial, so that immediately eliminates a
lot of confusion. Then compare the holding pattern in the FMS to the
assigned holding pattern and make any needed corrections. If for
some reason the quadrant is incorrect (e.g. youre supposed to hold
west, but the FMS shows the holding pattern to the east), take the
course from the INBD CRS/DIR line and plug it into the radial line.
That should flip the holding pattern to make it correct and the FMS
will have done the math for you. Then add holding pattern
directions, lengths, times, EFCs, etc.
For maintenance use only.
Dave Collett
April 25, 2015
www.convectivedigital.com
AS3 6.2
AS3 6.1
AS5 2.2
AS3 6.1
AS3 6.2
GS
GS
82
For Training Purposes Only
Human Organs
ILS Approaches
ILS Signals
Intercepting a Radial Outbound
Human organs are not considered dangerous goods and do not require
a NOTOC.
Human organs may not be transported on the flight deck.
On international flights, human organs must be loaded in the bulk
compartment or aft compartment if there is no bulk compartment.
Eye/cornea shipments must be transported in the cargo compartment.
Some human organs are packed in a special module and may be
carried in the cabin.
Left and right engine hydraulic pump PRESS lights remain
illuminated until the respective engine is started.
Pressurize the right hydraulic system first and depressurize it last to
avoid transferring hydraulic fluid between systems.
On the 767, turn the center electric hydraulic pumps on before the
center air demand pump and turn the center air demand pump off
before the center electric pumps. This keeps the ADP from cycling
on and off momentarily which causes leaks.
When using LNAV to intercept the final approach course, ensure raw
data indicates localizer interception to avoid descending on the
glideslope with LOC not captured. If needed, use HDG SEL to
establish an intercept heading to the final approach course.
An incorrect final approach fix crossing altitude indicates a possible
false glideslope capture or an incorrect altimeter setting. Deviations
from the VNAV path or from the normal pitch attitude and descent
rate may also indicate a false glideslope capture.
Do not continue the approach unless in visual conditions.
The course and glideslope signals are reliable only when their warning
flags are not displayed, localizer and glideslope pointers are in view,
and the ILS identifier is received.
Use HDG Select to comply with the ATC clearance.
Deselect LNAV if armed.
Manually tune the VOR frequency and radial to see a display of the
track on the HSI as a dashed green line.
Select the Legs page.
enter the VOR on line L1
execute
create a place-radial/distance waypoint from the VOR (e.g.
ATL180/99)
insert the created waypoint at L2, which is below the VOR on L1
execute
line select the created waypoint at L2 to the scratch pad and then
insert it on line L1
the course from the VOR to the created waypoint will appear on
line R6 in small font. Press R6 to make the font large.
check the HSI for accuracy. The dashed green and dashed white
lines should overlay.
execute
Arm LNAV and monitor capture.
Dave Collett
April 25, 2015
www.convectivedigital.com
F 8.3.1
NP 20.20
NP 20.43
NP 20.77
T 5.10
T 5.11
T 5.1
GS
83
For Training Purposes Only
Intercepting an Airway
(DRI-Clean)
IRS Alignment
Full
Quick
IRS Alignment
IRS Drift Rates
Jammed Flight Controls
GS
SP 11.15
II
II
10 minutes (17 min at high latitudes, less than 10 min at low latitudes)
30 seconds
Perform a full alignment prior to every flight.
IRS mode selectors must be selected off for at least 30 seconds and the
Align lights must be extinguished prior to a full alignment.
Check IRS drift rates if the airplane was operated in Class II airspace
for more than one hour. Make a logbook entry if any drift rate
exceeds 2 nm per hour.
If a flight control is jammed or restricted:
overpower the jammed or restricted system. Use maximum force
including the combined effort of both pilots if needed.
do not turn off any flight control hydraulic power switch
if the failure could be due to freezing water, consider a descent to
a warmer temperature and attempt to overpower the jammed or
restricted system again
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.13
NP 20.79
Q 9.9
84
For Training Purposes Only
Jumpseat Briefing
Jumpseat Riders
Jumpseat Seatbelts
LAHSO Authorized
Dave Collett
April 25, 2015
www.convectivedigital.com
T 8.20
F 3.3.2
F 4.3.1
F 4.3.4
F 4.3.5
F 4.3.10
NP 20.4
AS3. 1.4
AS3 1.5
QRH
NNCI 1.3
T 8.18
85
For Training Purposes Only
Layover Transportation
Logbook Entries
If the landing gear is extended using alternate gear extension, the gear
cannot be raised.
Land on all available gear. Cycling the landing gear in an attempt to
extend the remaining gear is not recommended.
A tower fly-by is not recommended.
It is not Delta's policy to foam runways.
During a partial gear or gear up landing, speedbrakes should be
extended only when stopping distance is critical. Extending the
speedbrakes may compromise aircraft controllability and also creates
a risk of not being able to stow them after the aircraft has stopped. In
this case, there would be an increased probability of injuring
passengers if the over wing exits are used for evacuation. Be aware,
however, that most gear disagree events are caused by an indicator
malfunction instead of an actual gear malfunction. If the speedbrakes
are not used and all gear remain extended, runway distance may
rapidly become critical.
There are two bulbs in each green Landing Gear Down light assembly,
but only one bulb will illuminate after gear extension when on
Standby power. It might be wise to make sure all bulbs are working
prior to takeoff. If you end up on Standby power, you don't want the
burned-out bulb to be the one you need. You already have enough
problems.
A logbook entry must be made whenever gear pins are installed and
the entry must be cleared prior to the aircraft's release.
Maintenance will only use the gear pins from the aircraft storage
compartment and they must be returned to the storage compartment
prior to aircraft release.
During preflight inspection, the strut may not be fully compressed.
If the layover hotel is different from that listed on the current rotation
in DBMS, advise Crew Accommodations or Crew Tracking with the
hotel name and phone number so Delta can find you.
Any changes to scheduled local transportation pick up time must be
coordinated through the Station Manager.
Only Crew Tracking can authorize a late pick up in order to maintain
FAR required crew rest.
Wait time for hotel crew transportation should be no more than 20
minutes. If the wait time is more than 20 minutes and the situation
cannot be resolved, secure a taxi voucher from Operations or pay for
a cab and submit an expense statement for reimbursement.
Do not turn off the left recirc fan on the 757.
Make a logbook entry and notify the dispatcher.
Live animals must be shipped in the aft cargo bin on the 757 or in the
aft cargo bin or bulk bin on the domestic 767. On the 767ER live
animals must be shipped as cargo and secured to a pallet in the
forward cargo compartment.
Unless takeoff is imminent, live animals must be removed from the
aircraft if the following time limits are exceeded:
2 hours for temperatures between 20F and 75F (-7C and
24C)
1 hour for temperatures warmer or cooler than above
If the aircraft has departed the gate and MEL/CDL procedures have
been applied, logbook entries and placarding may be delayed until
after airborne, however they must be completed before flight
termination.
Dave Collett
April 25, 2015
www.convectivedigital.com
T 8.26
T 8.28
T 8.29
GS
F 6.1.4
NP 20.5
F 4.2.1
F 3.2.13
F 4.2.1
SP 2.1
F 10.2.8
F 8.1.8
F 3.4.9
86
For Training Purposes Only
Logbook Review
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.2
GS
JE 1.1
JE 1.2
SP 1.10
AO3 1.5
AO3 1.7
Q 6.21
F 3.4.6
87
For Training Purposes Only
Max Thrust
Maximum Altitude
Dave Collett
April 25, 2015
www.convectivedigital.com
AS5 2.3
GS
T 1.36
T 4.9
T 4.7
88
For Training Purposes Only
MAYDAY
MCO Expiration
MCO Expiration
MCO Placards
MEDEVAC
Medical Emergencies
The FMC does not provide maximum rate climb speeds, but they may
be approximated by:
757 clean speed + 50 knots until intercepting .76 Mach
767 clean speed + 50 knots until intercepting .78 Mach
MAYDAY indicates imminent and grave danger and that immediate
assistance is requested.
PAN-PAN indicates uncertainty or alert followed by the nature of the
urgency.
You must use the terms MAYDAY or PAN-PAN to receive
priority handling in ICAO airspace.
MCOs expire after the following time periods:
Category A as specified in the Remarks
Category B 3 days
Category C 10 days
Category D 120 days
For Categories B, C and D, and for Category A items where the time is
specified in days, the day the item was recorded in the logbook is
excluded.
The Captain and the Maintenance Coordinator have joint
responsibility to ensure MCO expiration periods are not exceeded
for MEL Category B, C and D items.
Except for just-added logbook entries, each Category B, C or D item
should have an expiration date listed on the flight plan. If the
logbook and flight plan dont match or if there is no expiration date,
contact Dispatch and the MCC for verbal confirmation the MCO has
not expired.
CDL and Special items do not have expiration dates.
When enroute to a non-maintenance station with a yellow placard
requiring a repetitive check by other than a crewmember, the
inbound crew must notify the MCC and/or stations personnel
through Flight Control.
Use the call sign MEDEVAC when carrying urgently needed
lifesaving medical materials or vital organs. This will provide
expeditious ATC handling but does not constitute an emergency.
Example: MEDEVAC Delta 1234.
A Medical Assistance Form (MAF) from the flight attendants is
required before talking to STAT-MD except when:
CPR is in progress
the AED has delivered a shock
the patient has uncontrolled, heavy bleeding
the patient is delivering a baby
Dave Collett
April 25, 2015
www.convectivedigital.com
T 4.5
AIM PCG
GS
MEL
Page XI
F 3.4.7
F 3.4.8
F 3.4.9
F 8.3.2
GS
89
For Training Purposes Only
Medical Emergencies
Medical Equipment
Microburst Alert
Microburst Conditions
Microbursts
Military Escorts
Dave Collett
April 25, 2015
www.convectivedigital.com
F 7.4.1
F 7.4.3
F 7.4.4
F 7.4.5
F 7.4.7
F 7.4.8
AS4 2.20
GS
AS4 2.21
F 7.1.10
90
Minimum Altitudes
Grid Minimum Off-Route
Altitude (Grid MORA)
JI 11
Provides 2,000 feet in mountainous and/or high-elevation terrain or
1,000 feet in non-mountainous and/or low-elevation terrain above
the highest obstruction within the section outlined by the latitude and
longitude lines. The Grid MORA does not provide NAVAID or
communications coverage. Derived by Jeppesen or State Authorities.
Grid MORAs are red if the altitude is above 14,000' MSL indicating
passenger oxygen is required and green if the altitude is below
14,000' MSL.
The lowest altitude at certain fixes which an aircraft must cross when
proceeding in the direction of a higher MEA.
Minimum Obstruction
Clearance Altitude
(MOCA)
Class II
JI 14
JI 15
T 2.13
120 feet for a 180 turn.
141 feet for a 180 turn.
146 feet for a 180 turn.
Speedbrakes fully deployed, maximum reverse thrust and maximum
manual anti-skid braking (not max autobrakes) provides minimum
stopping distance.
The movement area is any part of the airport used for taxiing, takeoff
or landing of aircraft and is under the control of ATC.
The non-movement area refers to taxiways and apron areas not under
the control of ATC.
T 2.15
T 2.17
T 6.24
AS3 5.4
AS2 2.7
Operations on any segment which is entirely within the usable range
(service volume) of standard navigation facilities (VOR, VOR/DME,
NDB).
Operations conducted on any segment which takes place outside the
usable range of standard navigation facilities. (130 nm for VORs and
75 nm for NDBs.)
Dave Collett
April 25, 2015
www.convectivedigital.com
AO2 2.2
91
For Training Purposes Only
Navigation Chart
Navigation Error
Navigation Facilities
Non-ILS Approaches
Dave Collett
April 25, 2015
www.convectivedigital.com
AO2 2.2
AS2 1.8
T 5.1
AO2 2.3
GS
AO3 1.10
AO3 4.1
92
For Training Purposes Only
Non-Normal Checklists
Non-Normal Checklists
Non-Normals
Non-Normals Before Takeoff
Offpath Descent
Operational Priorities
Out-of-Service Tag
Overwater Briefing
Overwater Operations
Overweight Landing
Dave Collett
April 25, 2015
www.convectivedigital.com
QRH
NNCI 1.5
QRH
NNCI 1.6
GS
QRH
NNCI 1.4
T 4.24
F 3.1.1
NP 20.1
F 7.8.3
AS3 1.1
Q 0.14
93
For Training Purposes Only
Overweight Landing
Overweight Landing
Overweight Landing
Overweight Landing
Overweight Landing
Oxygen Mask Test
Dave Collett
April 25, 2015
www.convectivedigital.com
F 10.2.7
F 10.2.8
T 6.38
T 6.39
Q 0.14
Q 0.8
SP 1.14
SP 1.16
Q 1.11
QRH
NNCI 1.4
94
For Training Purposes Only
Oxygen Requirements
One Pilot in the Seat
Both Pilots in the Seats
Cabin above 10,000 feet
PA Quiet Hours
Pack Inop Lights
Packs Off
Passenger Baggage
F 3.4.11
Seated pilot will use oxygen when above FL250.
One pilot will use oxygen when above FL410.
All pilots will use oxygen.
10 p.m. to 8 a.m. local time.
When top of climb to top of descent is over 5 hours.
Pack Inop light only indicates a controller fault or outlet overheat but
the pack is still operating.
Pack Inop and Pack Off lights indicates a pack trip caused by an
internal overheat. The pack valve is closed and the pack is off.
Operating both packs from a single engine bleed source is acceptable
except during icing conditions.
If environmental conditions allow, operating only one pack will
provide additional fuel savings.
To prevent reverse-flow APU shutdowns when turning the packs off,
close the APU bleed valve prior to turning the Packs off. Once the
Pack Off lights are illuminated, open the APU bleed valve to provide
air for engine start. If switching to external air, also close the APU
bleed valve prior to turning the Packs off.
An ENG BLEED OFF EICAS message may display during takeoff
roll. This indication is acceptable for a Packs Off takeoff. Do not
abort.
Turn the first pack on after climb power is set. Turn the second pack
on after cabin pressurization stabilizes.
If an engine fails on takeoff, leave both packs off until 1,500 feet AGL
or until engine-out clean up altitude, whichever is higher.
Some 767s with GE engines (both domestic and ER) may experience
EGT exceedances during takeoff in moderate to high ambient
temperatures. To help mitigate this, AWABS may require a Packs
Off takeoff.
If a Packs Off takeoff is required:
do not reduce power during takeoff to keep EGT within limits
do not reject the takeoff if EGT goes into the red if other engine
indications are normal
do not reject the takeoff for a Bleed Off light. The Engine Bleed
Off light(s) and EICAS message(s) may display if packs are off.
if an overtemp occurs, contact maintenance for evaluation.
Typically the engine is okay to complete the flight.
In order to maintain operational integrity, it is important to keep the
dispatcher and maintenance informed of any issues that may affect
the flight or the aircraft's ability to be turned around in a timely
manner.
If the flight is delayed on the ground, keep the dispatcher informed
with ETO reports in ACARS.
Notify maintenance of any write-ups as soon as possible, especially if
the write-up concerns pilot crew rest facilities.
Do not store any item belonging to a passenger in the flight deck.
Flight Attendant or deadhead crew baggage may be stored in the
flight deck with the Captains permission however.
Dave Collett
April 25, 2015
www.convectivedigital.com
F 7.8.3
II
NP 20.48
FB 15-04
SP 2.2
SP 16.37
SP 16.38
F 3.3.2
F 7.2.1
95
For Training Purposes Only
Passenger Misconduct
Passenger Unaccompanied
Baggage
Dave Collett
April 25, 2015
www.convectivedigital.com
F 7.3.1
NP 20.22
F 7.1.6
F 7.1.1
F 7.2.2
F 7.2.3
F 7.1.6
F 7.1.8
96
For Training Purposes Only
JI 18
T 7.26
T 7.14
Pilot Responses
Gnd Proximity Caution
(Multiple Advisories)
T 7.14
T 7.15
T 7.31
T 7.31
T 7.31
Predictive Windshear
Warning on Approach
(Go-Around, Windshear
Ahead)
T 7.32
Windshear Encounter
T 7.31
T 7.29
AS4 2.20
Dave Collett
April 25, 2015
www.convectivedigital.com
97
For Training Purposes Only
Post-Accident or Incident
Pre-Departure Clearance
Preflight Checklist
Dave Collett
April 25, 2015
www.convectivedigital.com
F 10.3.3
F 10.3.8
F 10.3.5
F 103.9
F 10.1.7
F 10.2.5
F 10.3.3
F 10.3.8
F 5.3.39
NP 11.3
98
For Training Purposes Only
AS3 6.4
Entry Airspeed
Maneuvering speed or holding speed, but not greater than 200 kts.
AS3 6.5
Course Reversal
The method of course reversal is normally left to the pilot, but some
procedure turns are specified as procedure tracks and the turns must
be flown exactly as depicted.
Turn Direction
Proceeding Outbound
Descent
Descend from the procedure turn fix altitude when outbound abeam
the procedure turn fix or after completing the outbound turn if the
abeam point cannot be determined.
Descend from the procedure turn altitude or any altitude past the IAF
when established on the appropriate published segment of the
approach.
Pushback
Pushback Checklist
Pushback Stuck Chocks
Pushback Without Tug
Communications
Quantities on Postflight
Dave Collett
April 25, 2015
www.convectivedigital.com
AS3 6.6
NP 20.45
NP 20.44
F 6.1.4
F 6.1.1
NP 20.79
99
For Training Purposes Only
Quantities on Preflight
Radar Contact
Radio and Baro Bugs
CAT I ILS
CAT II
CAT II RA Not Auth
CAT III
Straight-In Non-ILS
Circling
Visual
Radio Management
NP 20.3
AIM
5-2-8 c2
NOI 3.25
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 12.2
SP 16.39
T 1.50
II
NP 20.22
F 6.1.8
100
For Training Purposes Only
Raw Data
Raw Data
Recirc Fans
Reverse Thrust
Reverse Thrust
Reverse Thrust
Dave Collett
April 25, 2015
www.convectivedigital.com
T 5.28
T 5.30
GS
SP 16.37
T 5.110
NP 20.29
NP 20.73
T 6.24
T 7.16
101
For Training Purposes Only
RNAV Departure
RNAV Departure
RNAV Departure
RNAV ILS
SP 11.36
SP 11.37
SP 11.38
Dave Collett
April 25, 2015
www.convectivedigital.com
GS
SP 11.38
AO3 4.1
102
For Training Purposes Only
RNAV PRAIM
RNAV PRAIM
RNAV RNP
RNAV(GPS) and
RNAV(GNSS) Approaches
Rudder Effectiveness
Rudder Effectiveness
Rudder Pedal Adjustment
Runway Change
Dave Collett
April 25, 2015
www.convectivedigital.com
AO3 1.8
T 5.36
T 5.66
AO3 4.9
T 6.24
T 3.3
NP 20.36
GS
NP 11.6
NP 11.7
103
For Training Purposes Only
Runway Definitions
Runway Entry
Runway Field Lengths
Runway Heading
Runway Snow or Ice
Runway Snow Plowing
Runway Width
RVSM
Sand or Dust
SAQ Airports
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.1.1
SP 11.23
AO3 1.10
NP 20.60
F 5.1.2
F 5.1.1
F 5.1.2
AIM PCG
F 5.1.3
F 5.1.3
F 5.1.3
AS2 1.3
SP 16.41
AO2 2.5
104
For Training Purposes Only
Sequenced Flashers
Sidestep Approaches
Single-Engine Taxi
Single-Engine Taxi
SMGCS
Dave Collett
April 25, 2015
www.convectivedigital.com
F 3.3.7
F 3.3.8
NP 20.63
F 3.4.12
NP 20.81
AO3 4.11
AO3 4.14
AS3 6.15
GS
NP 20.46
NP 20.76
AS3 5.1
105
For Training Purposes Only
Speed Intervention
Speed Intervention
Speed Mode
Yellow taxi lines painted on taxiways used for SMGCS movement are
12 inches wide and highlighted with black paint.
It must be stressed that for smoke that continues or a fire that cannot
be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
If a smoke, fire or fumes situation becomes uncontrollable, the flight
crew should consider an immediate landing. Immediate landing
implies immediate diversion to a runway, however, in a severe
situation, the flight crew should consider an overweight landing, a
tailwind landing, an off-airport landing, or a ditching.
Unless the smoke, fire or fumes is associated with an annunciated
checklist (e.g. Cargo Fire), start with the Smoke, Fire or Fumes
checklist. Complete the Smoke or Fumes Removal checklist only
when directed by the Smoke, Fire or Fumes checklist or if the smoke
or fumes become the greatest threat.
To assist maintenance following a smoke, fume or odor event,
complete the questionnaire in the logbook in addition to making a
logbook write up. Leave the questionnaire in the logbook.
Smoking, smokeless tobacco and electronic, simulated smoking
materials are prohibited on all flights except that smokeless tobacco
is allowed on charter flights. (Baseball players?)
Special VFR, including Local Conditions, is not authorized.
Certain airports are designated as Special Winter Operations Airports
(SWOA) and have additional restrictions when snow, ice or slush is
on the runway or if freezing precipitation is falling and
accumulating. These airports are identified on the flight plan and on
the Delta Special Pages. Refer to the Airway Manual Chapter 4 for
procedures.
Speed Intervention may cause a loss of VNAV PATH during descent,
resulting in a violation of a crossing restriction altitude.
The FMC does not use the speed set on the MCP for fuel or ETA
predictions so FMC predictions are not accurate if speed intervention
is used for an extended period of time (e.g. during cruise).
In some cases, selecting SPD mode will result in the Vertical Speed
window opening and a possible climb or descent away from the
selected altitude.
Dave Collett
April 25, 2015
www.convectivedigital.com
GS
QRH
NNCI 1.3
Q 8.10
F 10.3.14
F 7.1.6
AS3 4.3
AO4 2.3
SP 4.3
II
SP 4.5
106
For Training Purposes Only
Speed Reduction
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Dave Collett
April 25, 2015
www.convectivedigital.com
GS
T 4.26
NP 20.71
Q 9.4
T 6.22
Q 2.2
T 4.27
T 4.27
T 6.23
T 4.27
107
For Training Purposes Only
Speedbrakes
Spring-Loaded Latch
Stalled Condition
Standby Power
Standby Power
Standby Power
Standby Power Check
Sterile Cockpit
Stop Bar
Strategic Lateral Offset
Procedure (SLOP)
Dave Collett
April 25, 2015
www.convectivedigital.com
T 6.23
GS
T 7.10
GS
Q 6.4
Differences
GS
SP 6.6
F 3.2.9
AS3 5.3
AO2 2.6
108
For Training Purposes Only
Tail Strike
Tail Strike
Tail Strike
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Dave Collett
April 25, 2015
www.convectivedigital.com
F 5.4.9
F 3.4.15
Q 0.18
T 6.8
T 6.9
T 6.10
GS
T 3.1
SP 16.9
AO3 3.2
NP 20.61
T 3.2
T 3.39
109
For Training Purposes Only
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff (757)
Takeoff Configuration Warning
Takeoff Minimums
Takeoff Minimums
Dave Collett
April 25, 2015
www.convectivedigital.com
T 3.10
T 3.2
T 3.9
SP 11.45
T 3.36
T 3.4
GS
II
SP 15.5
AO3 3.1
AO3 3.1
110
Takeoff Profile
Takeoff Trim
TAT Probes
Taxi
Taxi
Taxi Light
Taxi Speed
TCAS Test
Throttle Hold
Thunderstorms Enroute
Dave Collett
April 25, 2015
www.convectivedigital.com
T 3.39
NP 20.54
SP 16.37
T 2.8
T 2.10
T 2.6
NP 12.10
T 2.8
SP 15.6
GS
AO4 2.2
AO4 2.3
111
For Training Purposes Only
Tire Failure
Turbulence
AO4 2.1
Q 14.26
T 8.28
JI 22
AS3 1.5
7700
7600 (do not squawk 7700 first for simple lost comm)
7500
2000 (except in WATRS airspace and approaching Guam)
During preflight, set 1 or L if the left or center autopilot will be used
and set 2 or R if the right autopilot will be used.
Troubleshooting beyond checklist directed actions is rarely helpful and
has caused further loss of system function or failure. In some cases,
accidents and incidents have resulted. The crew should consider
additional actions beyond the checklist only when completion of the
published checklist steps clearly results in an unacceptable situation.
Flight crew entry into the electronics compartment in flight is not
recommended.
LeHi if the aircraft is drifting left it indicates you are flying toward a
high pressure ridge and the tropopause is climbing. Descend to avoid
or minimize tropopause turbulence.
RiLo if the aircraft is drifting right it indicates you are flying toward
a low pressure trough and the tropopause is descending. Climb to
avoid or minimize tropopause turbulence.
Tropopause altitudes are also on the flight plan.
Dave Collett
April 25, 2015
www.convectivedigital.com
NP 20.31
T 8.2
GS
112
For Training Purposes Only
Turbulence
Turbulence
Valve Lights
VASI and PAPI
Two-Bar VASI
Three-Bar VASI
PAPI
Vertical Speed Approaches
VFR Pattern
VHF Guard
SP 16.48
GS
GS
T 6.1
Dave Collett
April 25, 2015
www.convectivedigital.com
T 6.5
T 5.64
GS
SP 4.3
AS3 4.2
AS3 3.5
AO5 3.4
113
For Training Purposes Only
Visibility
Visibility
Visual Approaches
Visual Approaches (ICAO)
VNAV Approaches
VNAV Approaches
Voice Recorder Test
Dave Collett
April 25, 2015
www.convectivedigital.com
AO3 1.5
AIM PCG
T 5.80
AS3 4.4
AS3 4.3
T 5.59
T 5.63
SP 5.1
114
For Training Purposes Only
Volcanic Ash
Volcanic Ash
Weather Radar
Dave Collett
April 25, 2015
www.convectivedigital.com
Q 0.22
AS4 2.23
AS4 2.24
GS
Vol 1
Preface 1.2.4
NP 20.2
SP 11.9
SP 11.10
SP 11.11
GS
AO4 2.1
SP 11.1
115
For Training Purposes Only
Half the steady headwind component plus all the gust not to exceed
Vref 25/30 + 20 with Vref + 5 minimum. (For example, for a 90
crosswind, the headwind component is zero, but you still add all the
gust, up to 20 knots.) This applies even with the autothrottles on
during the approach if they will be turned off for landing.
Tailwinds
Do not apply wind additives for tailwinds. Set the command bug at
Vref 25/30 + 5 for with autothrottles engaged or disengaged.
Non-Normals
Windows
Windshear
Windshear
Windshear
Windshield Wipers
F 5.5.1
F 5.5.2
T 1.32
Not Autolanding
Wind Components
SP 11.1
NP 20.74
Dave Collett
April 25, 2015
www.convectivedigital.com
T 1.33
T 1.34
T 1.33
T 8.35
AS4 2.20
AO4 1.1
T 7.27
T 7.28
SP 3.1
116
Wing Walkers
Wingspans
Worn Tire
Dave Collett
April 25, 2015
www.convectivedigital.com
F 6.1.10
II
NP 20.6
TOPP
40-40-05
Page 23
NP 20.20
117
For Training Purposes Only
Systems Review
The Systems Review follows the same general sequence as Volume 2 and therefore may seem a little disjointed.
Overhead Panel Lights
ACCESS DOORS
AIL LOCK (767)
ANTISKID
AOA
AUTO SPDBRK
CARGO DOORS
EMER DOORS
ENTRY DOORS
MACH SPD TRIM (757)
PITOT
RUDDER RATIO
SPOILERS
STAB TRIM
TAT
UNSCHED STAB TRIM
the forward equipment bay and/or the electrical equipment (E/E) door is not closed,
latched and locked
the aileron lockout actuator disagrees with the commanded position
a fault is detected in the antiskid system
a probe is not being heated
a fault is detected in the automatic speedbrake system
a cargo door is not closed, latched and locked
an emergency door or a wing slide door is not closed, latched and locked
an entry door is not closed, latched and locked
the Mach/speed trim system is inoperative
a probe is not being heated
the rudder ratio system is inoperative or not receiving left system hydraulic pressure
one or more spoiler pairs are not in the commanded position
stabilizer trim rate is the normal control wheel trim rate
the TAT probe is not being heated
an uncommanded stabilizer motion is detected
Dave Collett
April 25, 2015
www.convectivedigital.com
118
For Training Purposes Only
119
For Training Purposes Only
Flight deck windows can be opened from inside for emergency escape, but cannot be opened from outside the
airplane. No rescue from outside.
Flight deck windows can also be opened and closed in flight at speeds below 250 knots (below clean speed
recommended) if the airplane is unpressurized. If the forward windows are damaged, forward visibility is possible
by looking out an open side window.
The flight deck door will unlock when power is removed from the airplane. Decompression panels will open to
equalize pressure in the event of a rapid decompression.
Entry doors have power assist to aid in opening the door and deploying the slide in the event of an emergency.
Escape slides at the entry doors are also configured as life rafts. There may be an additional life raft stored in a
ceiling compartment.
Wing slides are not life rafts and may not be used as flotation devices.
Emergency door slides on 757 ships 68xx are not life rafts, but may be used as auxiliary flotation devices.
Escape slides have manual inflation handles in case the slide does not automatically inflate.
On the 757, the slide rafts are too small to hold a survival kit, so a raft survival kit may be stored in an overhead
compartment near each entry door. Dont forget it.
If armed, the escape slide automatically disarms if the door is opened from outside the airplane.
Entry Doors there are six on the 757 and either four or six on the 767. If an entry door is not closed, latched and
locked, the Entry Doors light on the overhead panel will illuminate and EICAS will show which door(s) are open.
Emergency Doors there are four overwing emergency doors on most 757s, two emergency doors aft of the wing
on some 757s, and either two or four overwing emergency doors on the 767. Emergency doors are armed at all
times and opening an emergency door will automatically deploy the door slide or the wing slide. If an emergency
door or a wing slide door is not closed, latched and locked, the Emer Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Cargo Doors there are two cargo doors (forward and aft) on the 757 and three cargo doors (forward, aft and bulk)
on the 767. If a cargo door is not closed, latched and locked, the Cargo Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Forward and aft cargo doors are normally operated electrically (Ground Handling bus), but may be operated
manually if necessary. The bulk cargo door on the 767 is operated manually.
Access Doors there are two access doors (forward equipment bay and electrical equipment (E/E) compartment) on
all airplanes. If an access door is not closed, latched and locked, the Access Doors light on the overhead panel will
illuminate and EICAS will give the location. If both doors are open, the EICAS message will be Access Doors.
Potable water is stored in a single tank behind the aft cargo compartment. There are two water service panels one
on the right forward fuselage just behind and below the 1R door and one at the rear of the aircraft on the bottom
centerline under the aft entry doors.
Each lav and each galley has a water shutoff valve and a drain valve for isolation purposes.
Water from galley and lav sinks is drained overboard through two heated drain masts on the bottom of the airplane.
Lavs on the 757-200 have individual, self-contained waste tanks that are serviced individually from panels on the
outside of the aircraft.
The 757-300 and 767 use a vacuum pump or cabin differential pressure to route lav waste to storage tank(s) located
in the bulk cargo compartment. All 767ERs and some domestic 767s have two waste tank sensors in each tank. If a
sensor indicates the tank is full, the Lav Inop light illuminates and the lavs on that tank are shut down. Pressing the
Sensor Off switch allows the lavs to be used provided the tank is not completely full. A Sensor Foul light
illuminates if a sensor becomes fouled or dirty and may shut down all lavs on that tank.
On some airplanes, the flight deck speakers are muted when any transmission is made with the boom mike or hand
mike so at least one pilot must have his headset on to monitor the radios if a boom mike or hand mike is used for
PAs or interphone communication. The speaker does not mute if the handset on the aft pedestal is used or if the
audio panel mike switch is in OXY.
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Air Conditioning
Two identical air conditioning packs cool bleed air from the engines, APU or high-pressure air from a ground source
(huffer cart). Bleed air is pre-cooled before entering a pack.
The two packs are controlled by two identical pack controllers and pack output is automatically increased during
high pack demand times (failed opposite pack or failed recirc fan) and inhibited during times of high bleed air
demand (failed engine).
With the pack selector in Off, the pack valve is closed and the Pack Off light is illuminated.
With the pack selector in Auto, pack output temperature is determined by the compartment requiring the coolest air
and then warm trim air is added to the other compartments as determined by their individual zone temperature
controllers to maintain the desired temperature in those compartments.
With the pack selector in the Standby mode (not in Auto), pack output temperature is determined by the position of
the pack selector:
N (normal) pack output is a constant, moderate temperature
C (cool) pack output is full cold
W (warm) pack output is full warm
The Pack Inop light and a PACK TEMP EICAS message will illuminate for all pack control system faults and
overheats. If the problem was an automatic control system fault or a pack outlet temperature overheat, the pack
will continue operating in an uncontrolled, degraded mode and flight crew action is necessary. If the problem was
an internal pack overheat, the pack valve will close and the Pack Inop light will be accompanied by a Pack Off
light and a PACK OFF EICAS message. This is the classic pack trip and the pack may be reset with the pack reset
switch after it has cooled to a temperature below the overheat level.
Pack Inop light only controller fault or outlet overheat
Pack Inop and Pack Off lights pack trip caused by an internal overheat
Air from the packs flows to a mix manifold where it is mixed with returning air from the recirc fans and distributed
to the cabin, however the flight deck receives 100% fresh air from the left pack at a slightly higher pressure to
keep smoke and fumes out of the flight deck. If the left pack is inop, the flight deck receives air from the mix
manifold.
The terms compartment and zone are used interchangeably in the Boeing manuals for the temperature control
compartments.
The 757-200 is divided into three compartments (flight deck, forward cabin, aft cabin) and the 757-300 and 767 are
divided into four compartments (flight deck, forward cabin, mid cabin, aft cabin). Each compartment has a
temperature controller to control the temperature in that compartment by adding warm trim air to the pack output
air if necessary. The 757 temperature controllers have Auto and Off positions for all compartments and the 767
temperature controllers have Auto and Manual positions for the flight deck compartment and Auto and Off
positions for the other zones. The manual position allows manual control of the flight deck trim air valve, if
necessary, and there is a trim air valve position indicator next to the control.
Compartment Temperature Controls:
Auto automatic temperature control selectable between 65F and 85F (18C and 30C)
Off compartment trim air valve is closed (all compartments except 767 flight deck)
Man compartment trim air valve is controlled manually (767 flight deck compartment only)
The Compartment Temperature Inop light will illuminate to indicate:
a fault in zone temperature controller
the zone temperature controller switch is off (except a flight deck controller on the 767)
the trim air switch is off (all compartment Inop lights will be on in this case)
If the trim air switch is off, the cabin temperature controller attempts to maintain all compartments at an average
temperature.
Recirc fans allow the packs to be operated at a reduced flow by returning cabin air to the mix manifold. On the 757,
the left recirc fan exhausts air from the forward E/E system and should not be turned off because that will cause
the overboard exhaust valve to latch open requiring maintenance action to reset. Other recirc fans may be turned
off to provide a more rapid exchange of air in the cabin.
The gasper system (if installed) draws air from the forward cabin overhead air conditioning ducts and discharges it
from the gasper outlets in the passenger service units.
Shoulder heaters electrically warm the air in the cockpit side window diffusers. The High setting is only available in
flight, but the Low setting is available in flight or on the ground.
Foot heaters electrically warm the cockpit floorboards (no air flow) and are only available in flight.
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The Bulk Cargo Heat selector on the P-61 panel reprograms the Heat Control valve for the bulk cargo compartment
to maintain above approximately 65F and turns on a vent fan to allow carrying animals. It should be left in the
Vent position at all times.
Pressurization
Pressurization is controlled by adjusting the discharge of cabin air through the outflow valve.
Positive and negative pressure relief doors protect the fuselage against excessive differential pressure.
The index mark on the Cabin Altitude Auto Rate control programs approximately a 500 fpm climb and a 300 fpm
descent.
If the selected automatic mode of the cabin altitude mode selector (Auto 1 or Auto 2) fails, control is automatically
switched to the other auto controller.
If both auto controllers fail or if the mode selector is placed to Manual, the Auto Inop light illuminates and the
CABIN AUTO INOP EICAS message is displayed. In Manual, the outflow valve is powered by the Standby DC
bus and is controlled manually by the switch on the pressurization panel.
The system automatically applies a small positive pressure to the cabin before takeoff and the outflow valve
automatically opens at touchdown to depressurize the airplane. During flight, the system uses the higher of either
the landing altitude or the scheduled cruise altitude as the programmed cruise altitude for the cabin.
If the cabin altitude exceeds 10,000 feet, the Cabin Altitude lights illuminate, the warning siren sounds and the
CABIN ALTITUDE EICAS message is displayed. The lights extinguish and the message blanks when the cabin
descends below 8,500 feet.
In Auto mode (and in Manual mode on some airplanes), if the cabin altitude exceeds 11,000 feet, the outflow valve
closes automatically.
If the cabin altitude exceeds 14,000 feet the passenger oxygen masks will drop.
Bleed Air Systems
Bleed air can be supplied by the engines, the APU or a ground air source and is used for:
air conditioning
pressurization
engine start
wing and engine anti-ice
hydraulic reservoir pressurization
cargo heat
Air-driven Demand Pump (767 only)
thrust reversers (some 767s only)
Engine bleed air comes from either the low-pressure or high-pressure engine compressor sections. Low-pressure air
is used during high power settings and high-pressure air is used during descent and other low power settings.
Engine bleed air valves are armed when the switch is on, but are pressure actuated and remain closed until engine
bleed air pressure is sufficient to open them. They may close by themselves during times of low bleed air demand
such as during a Packs Off takeoff. The Off light illuminates and the ENG BLEED OFF EICAS message displays
when the bleed valve is closed either manually, due to a system fault, or due to low airflow.
Bleed, Overheat and Hi Stage lights mean different things on different airplanes. The Delta Schoolhouse answer is
that all are considered bleed air malfunctions.
APU bleed air is available up to approximately 17,000 feet.
A check valve in the APU supply line prevents reverse flow of bleed air into the APU.
The APU Valve light illuminates when the APU bleed valve disagrees with the commanded position.
Two ground pneumatic carts (huffer carts) or one super huffer is required for engine start if the APU is inop.
On the 757, one ground pneumatic connector connects to the left bleed duct and one connects to the right bleed duct.
On the 767, both ground pneumatic connectors connect to the left bleed duct.
Isolation valves, except for the center isolation valve on the 767, are normally closed except during engine start and
during single-bleed operation. The center isolation valve on the 767 is normally open to supply the ADP. An
isolation Valve light illuminates when the valve position disagrees with the commanded position.
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The Duct Leak light illuminates when a high-temperature bleed air leak is detected. On the 757, the left duct leak
detector also watches most of the crossover duct and the APU duct. On the 767, the left duct leak detector watches
most of the crossover duct and the center duct leak detector watches the APU duct.
On the 767, flight longer than 6 hours with a Bleed Duct Leak or Body Duct Leak light illuminated may result in
structural damage.
Anti-Ice and Rain
Engine anti-ice systems provide bleed air to the engine cowl inlets and may be operated in flight or on the ground.
TAI will appear near the N1 gauge on EICAS when the engine anti-ice valve is open.
Do not attempt to anti-ice an engine or engines with APU bleed air. Always use bleed air from the respective engine
instead. APU bleed air will turn on the TAI indication and everything will look normal, but there isnt enough air
to actually anti-ice the engine and ice may form and cause serious damage.
Wing anti-ice systems provide bleed air to the three mid-wing leading edge slats on the 757 and the three outboard
leading edge slats on the 767. Wing anti-ice is inhibited on the ground and only operates in flight.
The Valve light for both wing and engine anti-ice systems will illuminate when the valve position disagrees with the
commanded position.
The Icing light (if installed) on manual anti-ice systems illuminates when icing is detected by a single sensor on the
nose of the aircraft. It is advisory only and flight crew action is required to activate or deactivate anti-ice systems.
Some (but not all) 767ERs have an automatic anti-icing system. Two icing detectors are installed on the nose of the
aircraft and signal the wing and engine anti-ice valves to open or close as needed. The automatic system only
works in flight. It is inhibited on the ground and engine anti-ice must be manually selected on or off during ground
ops as necessary. Wing anti-ice is inhibited on the ground on all airplanes, including the 767ER.
On the automatic system, the Icing light will illuminate only when icing is detected and a wing and/or engine antiice valve is not open either because the switch is Off (not in Auto) or the valve has failed closed. (Its indicating
that icing is detected and anti-icing is not on.) The Ice Det light will illuminate if both ice detector systems have
failed.
On all airplanes, the supply to wing anti-ice is downstream of the engine bleed valve. You cant anti-ice a wing from
its engine with the bleed valve closed, but you can anti-ice a wing from the opposite engine if the bleed valve is
failed closed or if its engine is shut down.
On the 757, the supply to engine anti-ice is downstream of the engine bleed valve. You cant anti-ice an engine from
itself with the bleed valve closed, but you can anti-ice that engine from the opposite engine if the bleed valve is
failed closed or if the engine is shut down.
On the 767, the supply to engine anti-ice is upstream of the engine bleed valve. You can anti-ice an engine from
itself with the bleed valve closed provided the engine is operating, but you cant anti-ice that engine from the
opposite engine.
All flight deck windows are electrically heated. The forward windows have anti-icing and anti-fogging protection
and the side windows have anti-fogging protection only. The forward windows also have supplemental antifogging protection provided by conditioned air. The Window Heat Inop light illuminates when a window is not
being heated.
Rain repellent is deactivated on all airplanes.
The probe heat system is fully automatic. Power is supplied to electrically heat all probes anytime an engine is
running. An individual probe heat light will illuminate when that probe is not being heated.
Automatic Flight
On the ground with no autopilot engaged and both flight director (F/D) switches off, the first F/D switch turned on
arms the flight director in the takeoff pitch and roll modes (wings level, 8 nose up). The second F/D switch turned
on displays the steering bars on the second ADI.
If the F/D switches are turned on in flight with the autopilot off, the flight director engages in V/S and HDG HOLD.
If the autopilot is on, the flight director engages in the current autopilot mode.
The flight director bars will automatically display, even if the F/D switches are off, if the G/A switch is pressed and
the flaps are not up and the airspeed is above 80 knots.
The autopilot engages in the current F/D mode except for TO and G/A. If the flight directors are in TO or G/A mode
or if both flight directors are off, the autopilot engages in V/S and HDG HOLD.
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If the airplane attitude at Control Wheel Steering (CWS) engagement (if installed) exceeds autopilot limits (limits
vary by airplane, but are rather excessive), the autopilot returns the airplane to within autopilot limits. If the
control wheel is released with less than 3 of bank under normal conditions, or less than 1 of bank after localizer
capture, the autopilot rolls wings level and holds heading.
There are five autothrottle modes N1/EPR, SPD, VNAV, FLCH and G/A. Note that they are the four buttons
surrounding the IAS/MACH selector on the MCP plus the G/A switches on the throttles. Pressing any of those
buttons or switches will engage the autothrottles if they are disengaged, provided the A/T Arm switch is on.
There are five reasons the autothrottles will disconnect:
A/T Arm switch is turned off
A/T Disconnect switch on a throttle is pushed
a thrust reverser is deployed
TMC failure
loss of the primary engine parameter (EPR or N1) in an EEC
When the N1/EPR switch is pressed the autothrottles drive to and hold the reference N1/EPR displayed on EICAS
subject to maximum speed limits.
When the SPD Switch is pressed the autothrottles maintain the speed or Mach displayed in the MCP window subject
to maximum and minimum speed limits.
IAS changes to Mach in climb at approximately .80 M, and Mach changes to IAS in descent at approximately 300
KIAS.
LNAV will engage if the airplane is within 2 nm (767) or within the airplanes turn radius (757) of the active
route. Otherwise it just arms.
LNAV will maintain the present heading when:
passing the last waypoint prior to a route discontinuity
passing the last active route waypoint
passing the last offset route waypoint
activating an inactive route or activating an airway intercept and not within LNAV capture criteria
In Vertical Speed mode the airplane will fly away from a captured altitude and there is no high or low speed
protection. Use with caution.
With the Bank Limit Selector in Auto, the bank used in HDG SEL mode varies with airspeed from 15-25. It has no
effect on other roll modes such as LNAV.
Heading Hold switch the autopilot or flight director will roll wings level and then hold that heading.
Altitude Hold switch the autopilot or flight director will hold, or return to, the altitude at the time the switch was
pressed.
LOC capture can occur when the intercept track angle is within 120 of the localizer course.
G/S capture can occur when the intercept track angle is within 80 of the localizer course.
Either LOC or G/S can be captured first.
To disarm Approach mode:
if neither LOC or G/S has been captured, press the APP switch again or select another pitch or roll mode
with only LOC or G/S captured, select another roll or pitch mode (as appropriate) other than LNAV or VNAV
after LOC and G/S capture, the only way to deselect Approach mode is to disengage the autopilot and cycle
both flight director switches or to select G/A mode.
On a backcourse localizer approach, press the B/CRS switch before the LOC switch because, if LOC is armed first,
its possible for the autopilot or flight director to capture the front course in the instant before B/CRS is pushed
and the airplane will proceed in the wrong direction. Push the buttons in alphabetical order or in the same order as
you say the name of the approach, i.e. Backcourse Localizer.
Auto Pilot light if an autoflight failure affects only the active mode, the autopilot will remain engaged in an
attitude stabilizing mode, the discrete Auto Pilot light will illuminate and an amber line will be drawn through the
degraded mode annunciation. If the fault is not common to all autopilots, a different autopilot may be operational
and should be selected.
A/P Disconnect light an autopilot was automatically or manually disconnected.
A/T Disconnect light the autothrottles were disconnected.
Three independent Flight Control Computers (FCCs) control three independent sets of autopilot servos to the
ailerons and elevators.
Autopilot rudder control is used only during multiple-autopilot ILS approaches.
Nosewheel steering is used by the autopilot during landing rollout after an autoland.
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During an ILS approach with all three autopilots engaged, separate electrical power sources power the three FCCs
and autopilots. The left autopilot is on the left main system, the center autopilot is on the battery/standby system
(Hot Battery bus and Standby AC bus through the standby inverter), and the right autopilot is on the right main
system. See the Electrical section for more information.
Changes to autoland status below 200' RA are inhibited except for a transition to NO AUTOLAND.
On takeoff, the flight director commands V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the
current speed remains above the target speed for 5 seconds, the target speed resets to the current speed up to a
maximum of V2 + 25 knots.
Go-Around arms in flight whenever the flaps are extended (flap lever not up) or at glideslope capture. Pressing a
G/A switch engages the autothrottles to provide a climb of at least 2,000 fpm, causes the autopilot and/or flight
director to command a climb at current airspeed or MCP airspeed, whichever is higher, and maintain the ground
track at time of engagement. If the airspeed increases above the initial target speed and remains there for 5
seconds, the target speed resets to the current airspeed up to a maximum of MCP speed plus 25 knots. If the initial
go-around speed was above MCP speed plus 25 knots, that speed is maintained.
Elevator authority is limited during single autopilot operation, such as on a non-ILS approach, and may not be
sufficient to counteract pitch up or pitch down during go-around or level off under certain conditions. Always be
prepared to disconnect the autopilot and fly manually if necessary.
Altitude capture from a climb that requires a significant airspeed increase or thrust reduction may result in the
autopilot descending away from the selected altitude in an attempt to increase airspeed. Once again, always be
prepared to disconnect the autopilot and fly manually if necessary.
If LAND 2 is displayed on the ASA, the autopilot will automatically apply nose-up pitch trim as the airplane
descends below 330' RA for 757-200s and below 100' RA for 757-300s and 767s. If the autopilot is then
disengaged, it will take 20-30 pounds of forward pressure to counter the added pitch trim. If an automatic goaround is accomplished, the added trim is automatically removed.
During an autoland, G/A is inhibited after 2 seconds at or below 5' RA. If a G/A switch is pushed after that time, the
flight director will command go-around pitch, but the autothrottles will not advance.
During a multiple-autopilot approach and missed approach, the autopilots control the rudder. If on single engine, be
prepared to manually apply rudder at the first change of either pitch or roll mode or if the autopilots are
disengaged because the rudder will quickly move to its trimmed position and the airplane will roll abruptly.
Communications
Nav Filter Selector filters VOR, ADF and ILS audio:
Voice only voice transmissions can be heard
Both both voice and station identifiers can be heard
Range only station identifiers can be heard
The Flight Interphone switch on the overhead panel (if installed) connects the flight and cabin interphone systems
together.
The Service Interphone switch on the P-61 panel will add additional external (unpressurized area) headphone jacks
to the cabin interphone system. The jack on the APU ground control panel on the nosewheel strut is part of the
flight interphone system however, and will work with the Service Interphone switch off.
The Alert Call switch calls all flight attendant stations.
The Cockpit Voice Recorder (CVR) records continuously when electrical power is applied to the airplane. During a
test, the needle (if installed) displaces to the green band if all four channels are operating. To erase the CVR, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
HF radios (if installed) use a common antenna. When one radio is transmitting, the antenna is disconnected from the
other radio and it cannot be used to transmit or receive. Both radios can receive simultaneously, however, if
neither is transmitting. Decreasing HF sensitivity too far prevents reception, including SELCAL reception.
Cabin PA priorities:
flight deck announcements
cabin announcements made from a flight attendant station
pre-recorded announcements
boarding music
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Electrical
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APU and Engine Generator Control switches arm the generator breakers to close automatically when generator
power is available. Turning the switch off opens the generator breaker and resets fault trip circuitry. The switches
are normally left on.
The APU Generator Off light indicates the APU generator breaker is open due to a fault with the APU running or
the switch is selected off. The light is normally off when the APU is off.
The Engine Generator Off light indicates the engine generator breaker is open due to a fault or the engine is shut
down. The light is normally on when the engine is shut down.
Bus Tie Switches in Auto:
arm the automatic AC bus tie circuits
arm the automatic DC bus tie circuits
arm the automatic Flight Instrument Transfer bus circuits
Turning the Bus Tie Switches Off commands the AC bus tie, the DC bus tie and the Flight Instrument Transfer bus
tie to open and resets fault trip circuitry.
The AC Bus Isolation light indicates the bus tie switch is off or a fault has occurred automatically opening the bus
tie breakers and isolating the busses.
The AC Bus Off light indicates the left or right main AC bus is unpowered.
The External Power Avail light indicates external power is plugged in and power quality is acceptable.
The External Power On light indicates external power is powering a bus or busses.
The External Power switch manually applies or removes external power from the electrical system. It has priority
and will trip off any existing power source.
Utility Bus switches connect or disconnect the Utility busses and Galley busses from the main AC busses and reset
overload and load shed circuitry.
The Utility Bus Off lights indicate the Utility busses and Galley busses are unpowered.
The Generator Drive lights indicate high oil temperature or low oil pressure in the Integrated Drive Generator
(IDG).
Generator Drive Disconnect switches disconnect the IDG from the engine. IDGs can only be reconnected on the
ground.
The Battery Switch On allows the main battery to power the Battery bus and the Standby AC and DC busses if main
AC power is lost. It also allows the APU to be started.
The Battery Switch Off light indicates the battery switch is off.
The battery discharge light indicates the battery (main battery or APU battery) is discharging.
If the main battery is the only source of electrical power, it should power the standby system for approximately 30
minutes (90 minutes on the 757-300). On the 767, when the battery is depleted after 30 minutes, the gear and flaps
cannot be lowered.
Standby Power Selector:
Off Standby AC and DC busses are unpowered
Auto Standby AC and DC busses automatically transfer to battery power if normal AC power is lost
Bat Standby AC and DC busses are manually connected to the main battery even if normal power is available
The Standby Power Bus Off light indicates the Standby AC and/or Standby DC bus is unpowered.
The entire airplane electrical load can be powered by any two airplane AC power sources (left IDG, right IDG, APU
generator) or by external power.
Power sources operate isolated from each other.
An Integrated Drive Generator (IDG) incorporates a generator and a constant speed drive in a single casing.
The right IDG normally powers the right AC bus and the left IDG normally powers the left AC bus.
The APU generator is electrically identical to the IDG generators and can power either or both main AC busses and
may be used in flight as a replacement for a failed IDG.
The priority for powering main AC busses is the respective IDG, APU generator and then the opposite IDG.
If the APU is started with the APU Generator Control Switch on, the APU will automatically power both main AC
busses only if they are unpowered. The APU will not automatically disconnect other power sources. For example,
if external power is powering the main AC busses and APU power becomes available, external power will
continue powering the busses until deselected.
If starting an engine with external power connected, the engine generator will automatically take over its busses,
leaving the opposite busses on external power. If the second engine is started while on external power, its
generator will automatically take over its busses and the external power On light will extinguish. The Avail light
will be on until external power is removed. There is no load shedding during engine start from external power.
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If starting an engine with APU power, the engine will automatically take over its busses, leaving the opposite busses
on the APU. Both Utility busses will shed during start of the first engine and re-power once the engine is
supplying power. During start of the second engine, only the Utility bus on that side will shed and automatically
re-power once the engine is supplying power. That engine will also automatically power its busses after engine
start and the APU will be disconnected, however the APU generator Off light will not illuminate and the APU will
continue running.
The main purpose of the bus tie system is to make sure the AC and DC busses are powered by any available source.
Functions of the bus tie system (PPI+3):
prevents paralleling
powers AC busses
isolates faults
allows the DC bus tie breaker to close with the loss of DC power
allows the Captains flight instruments to remain powered with loss of the left AC bus
allows the First Officers flight instruments to remain powered with loss of the right AC bus
A fault on a bus will illuminate the bus tie Isolation light and lock the bus tie breaker open, unpowering the bus. The
bus tie breaker will not close until the fault is corrected.
The Captains flight instruments are powered by the Captains Flight Instrument Transfer bus, which is normally
powered by the left AC bus. The First Officers flight instruments are powered by the First Officers Flight
Instrument Transfer bus, which is normally powered by the right AC bus. If the Bus Tie switches are in Auto and a
main AC bus becomes unpowered, the affected Flight Instrument Transfer bus automatically switches to the other
main AC bus and remains powered.
The left and right Utility busses are powered by their respective main AC busses.
Galley busses are powered by their respective Utility busses.
The Ground Handling Bus provides power for cargo doors, cargo handling and fuel servicing. It can only be
powered on the ground by either the APU or external power and will be powered whenever the APU is running or
when the external power Avail light is illuminated. The APU or external power does not have to be selected. If
starting at the gate with an inop APU, late bags cannot be added after pushback because neither the APU or
external power is available.
The Ground Service bus is normally powered by the right AC bus whenever the right electrical system is powered.
If the right electrical system is not powered, the ground service switch on the forward flight attendant panel will
switch the Ground Service bus to the Ground Handling bus and allow the APU or external power to power it on
the ground. The Ground Service bus powers the main battery charger, the APU battery charger and misc. cabin
and system loads. (BELL: battery chargers, equipment cooling fan, left forward boost pump, lights.)
Autopilot power sources:
the left and center autopilots are normally powered by the left main system and the right autopilot is normally
powered by the right main system
when Approach mode is selected at any altitude, the autopilot power sources separate (Bus Separation). The
left main system powers the left autopilot and the Captains Flight Instrument Transfer bus. The right main
system powers the right autopilot and the First Officers Flight Instrument Transfer bus, and the
battery/standby system (Hot Battery bus and Standby AC bus through the standby inverter) powers the center
autopilot.
if a single generator fails prior to 200' RA on the approach, the bus tie breakers close to power the unpowered
AC and DC busses, the center autopilot switches back to the left main system and NO LAND 3 appears on the
Autoland Status Annunciator (ASA)
below 200' RA on the approach, the bus tie breakers will not close if a generator is lost (Bus Isolation). The left
or right AC bus and the associated left or right autopilot will remain unpowered, the flight instruments will
remain powered through the Flight Instrument Transfer bus system, and the autoland will continue using only
two autopilots. The ASA is inhibited from changing to NO LAND 3 below 200' RA, but it can change to NO
AUTOLAND if additional failures occur.
if the APU is running, it can power an unpowered left or right AC bus in the event of a generator failure
Bus Separation and Bus Isolation only occur on ILS approaches after Approach mode is selected
when the autopilots are disengaged or when another pitch or roll mode is selected after an autopilot go-around
is performed, the electrical system reverts to normal, non-isolated operation
Bus Separation if youre separated, you might get back together.
Bus Isolation if youre isolated, you wont get back together and your wife gets the house.
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Electrical load shedding occurs automatically to ensure power is available to critical and essential equipment.
The load shedding priority is Galley busses first, then Utility busses. Utility busses are followed by individual
equipment items powered by the main AC busses. When additional power becomes available, systems are restored
in the opposite order.
Load shedding examples:
C2 electric hydraulic pump prior to engine start
center tank fuel pumps prior to engine start
Utility bus or buses during engine start
Utility busses after a generator or engine failure
center tank fuel pump after an engine failure
cabin ceiling lights after an engine failure
Utility bus load shedding conditions (BOSS):
B both thrust levers advanced to the takeoff range on the ground when on a single power source
O overload (electrical loads exceed the power available)
S starting engines with the APU providing electrical power
S single generator in flight (the cabin will go dark)
DC busses are powered by Transformer-Rectifier Units (TRUs) which are powered by their respective main AC bus.
If a TRU fails, its DC bus is powered by the opposite DC bus through the DC bus tie if the Bus Tie switches are in
Auto. There are no flight deck controls for the main DC system.
If the Standby Power switch is in Auto, the left DC bus powers the Battery bus, which powers the Standby DC bus.
With the Battery switch on and the Standby Power switch in Auto, the main aircraft battery can act as a backup
source of power for the Hot Battery bus, Battery bus, Standby DC bus, and Standby AC bus through the standby
inverter for approximately 30 minutes (90 minutes for the 757-300) after the loss of all generators. Flight beyond
30 minutes (90 minutes for the 757-300) in this situation will result in complete electrical failure. (On some
aircraft the battery should never be the only source of electric power due to the Hydraulic Driven Generator.)
On a 767, complete electrical failure will result in the inability to extend the gear and flaps because the ADP
requires DC power to operate and when the battery is depleted, the ADP air supply valve will close and the center
hydraulic system will depressurize. Gear and flaps will not extend by either the normal or alternate method if this
happens. (Center system hydraulics will not be available for normal gear and flap extension and electric power
will not be available for alternate gear extension.)
If the airplane is on Standby power, all the CRT screens will be blank. (Nobody can watch TV.) If any CRT
screen is powered (If anybody can watch TV), the airplane is not on Standby power.
Normally the IRUs operate on AC power from the left and right electrical systems and the main aircraft battery is an
alternate power source. The ON DC light illuminates if the AC power source is lost and DC power is being used.
The DC FAIL light illuminates if the DC power source is lost and normal AC power is being used. Both lights will
be extinguished if both AC and DC power are either available or not available.
Aircraft without an HDG on Standby power, the left and center IRUs will shut down after 5 minutes to save
battery power and the right IRU will operate until the battery is depleted. (The right IRU is needed to provide
heading information to the Captains RDMI card, which is available on Standby power.)
Aircraft with an HDG on Standby power, the right IRU will shut down after 5 minutes to save battery power and
the left and center IRUs will continue operating until battery depletion. If the HDG is operating, however, the
aircraft will not be on Standby power and the left IRU will be powered by the Left AC Transfer Bus and the center
IRU will be powered by the Hot Battery Bus.
With the aircraft powered normally, turning the Standby Power switch off will only unpower the Standby AC and
DC busses.
The Battery position on the Standby Power switch insures the battery can power the Standby busses in case the
automatic feature fails. It also disconnects the battery charger from the battery system, so the Standby busses will
be powered by the battery even if normal power is available. In this case, the Standby busses will be unpowered
when the battery is depleted after 30 minutes (90 minutes for 757-300) even though generator power may be
available.
The battery/standby system consists of:
the Hot Battery bus
the Battery bus
(4 busses)
the Standby AC bus
the Standby DC bus
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The Hot Battery bus powers items that must be continuously powered, such as the clock, and is powered by the main
battery prior to establishing electrical power. After establishing electrical power, the Hot Battery bus is powered
by the main battery charger which is powered by the Ground Service bus, which is powered by either the right AC
bus or the Ground Handling bus.
The Battery bus is powered by the main battery through the Hot Battery bus prior to establishing electrical power if
the Battery Switch is on. After establishing electrical power, the left DC bus powers the Battery bus and the main
battery provides a backup source of power through the Hot Battery bus.
The Standby AC bus is normally powered by the left AC bus, but can be powered by the main battery through the
Hot Battery bus, Battery bus and standby inverter. If the Standby Power Selector is in BAT, the main battery
powers the Standby AC bus through the standby inverter and the battery charger is removed from the circuit.
The Standby DC bus is normally powered by the left DC bus through the Battery bus, but can be powered by the
main battery through the Hot Battery bus and Battery bus. If the Standby Power Selector is in BAT, the main
battery powers the Standby DC bus and the battery charger is removed from the circuit.
On the 757-300, the main battery and the APU battery are paralleled to power the battery/standby system if
necessary. The combined batteries will last 90 minutes instead of 30 minutes for the main battery alone.
Items available on Standby Power until battery depletion:
adequate lighting
center ILS
all IRUs for 5 minutes
Captains marker beacon lights
either the right IRU or the left and center IRUs
Captains RDMI card and number 1 needle
after 5 minutes
gear handle and half the green gear down lights
fuel quantity indications
flap operation but no indication
manual pressurization controls and indicators
alternate stab trim
left VOR (no DME)
manual speedbrakes
Master Warning and Caution
fire detection and protection
standby flight instruments
left VHF comm
standby engine instruments
PA
engine oil pressure lights
interphone
767ER Differences
The 767ER and a few domestic 767s have a Hydraulic Driven Generator (HDG) as an additional source of electric
power. If both main AC busses are lost, after a 10-15 second delay, the HDG will automatically power the busses
necessary for ETOPS operation, including either the Captains or First Officers EFIS, without a time limit. The
Air-driven Demand Pump (ADP) will turn on anytime the HDG is operating because the center electric hydraulic
pumps will be unpowered. The HDG will automatically shut down if power from an engine generator or the APU
is restored. If the HDG fails, the aircraft main battery will power the Hot Battery bus, the Battery bus and Standby
AC and Standby DC busses for 30 minutes. Only standby flight instruments and other items powered by Standby
Power will be available in that case.
The HDG is powered by the center hydraulic system and starts automatically if both left and right AC busses are
unpowered. The HDG provides power to:
the Hot Battery bus
the Battery bus
the Standby AC bus
(7 busses)
the Standby DC bus
the left AC Transfer bus
the right AC Transfer bus
either the Captains or First Officers Flight Instrument Transfer bus
The HDG provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Left and right AC Transfer busses power items necessary for ETOPS that are not powered by the battery/standby
system. They are normally powered by the left and right AC busses but will be powered by the hydraulic driven
generator if both AC busses are unpowered. They do not transfer to the opposite main bus like the Flight
Instrument Transfer busses, but only to the HDG if both main AC busses are unpowered.
Flight Instrument Transfer Busses if power is lost to both main AC busses, either the Captains or the First
Officers flight instruments are powered by the HDG depending on the position of the Flight Instrument Bus
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Power switch. If the switch is off, the Captains instruments will be powered. If the switch is placed to the ALTN
position, the First Officers flight instruments will be powered after a 10-15 second loss of all electronic flight
instruments.
If on HDG power, the EFIS screens may blank on a go-around as the gear is retracted.
757 Differences
757 aircraft certified for ETOPS also have an HDG as an additional source of electrical power. It is powered by the
left hydraulic system and activates automatically (10-15 second delay) when both left and right main AC busses
are unpowered.
The HDG on the 757 supplies power to the same seven busses as the HDG on the 767ER, with one exception. There
is no Flight Instrument Bus Power switch on the 757. If the HDG is operating, it will provide power to the
Captains Flight Instrument Transfer bus with no option to power the First Officers instruments.
The 757 HDG also provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Electrical System Summary
Bus or Component
Normal Power Source
Backup Power Source(s)
Left AC bus
Left IDG
APU or right AC bus through the bus tie
Right AC bus
Right IDG
APU or left AC bus through the bus tie
Capt Flt Inst Transfer bus
Left AC bus
Right AC bus or HDG if both busses unpowered*
F/O Flt Inst Transfer bus
Right AC bus
Left AC bus or HDG if both busses unpowered*
Ground Service bus
Right AC bus
Ground Handling bus through switch on F/A panel
Ground Handling bus
External power or APU
None, only powered on the ground
Left Utility bus
Left AC bus
None
Right Utility bus
Right AC bus
None
Left Galley bus
Left Utility bus
None
Right Galley bus
Right Utility bus
None
Left TRU
Left AC bus
None
Right TRU
Right AC bus
None
Left DC bus
Left TRU
Right DC bus through the bus tie
Right DC bus
Right TRU
Left DC bus through the bus tie
Main Battery Charger
Ground Service bus
None
APU Battery Charger
Ground Service bus
None
Hot Battery bus
Main Battery Charger
Main Battery or HDG**
Battery bus
Left DC bus
Main Battery through the Hot Battery bus or HDG**
Standby AC bus
Left AC bus
Main Battery through Standby Inverter or HDG**
Standby DC bus
Battery bus
Main Battery or HDG**
HDG Aircraft Only
Left AC Transfer bus
Left AC bus
HDG only if both AC busses unpowered
Right AC Transfer bus
Right AC bus
HDG only if both AC busses unpowered
* Either the Captains or First Officers Flight Instrument Transfer bus on 767 aircraft with an HDG installed. On
the 757 with an HDG installed, only the Captains Flight Instrument Transfer bus can be powered from the HDG.
** If installed.
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Engines
The 757-200 is powered by two Pratt & Whitney PW2037 engines rated at 37,000 pounds of takeoff thrust each.
The 757-300 is powered by two Pratt & Whitney PW2040 engines rated at 40,000 pounds of takeoff thrust each.
Most domestic 767s are powered by two General Electric CF6-80A2 engines rated at 49,200 pounds of takeoff
thrust each but some domestic 767s are powered by two Pratt & Whitney PW4060 engines rated at 60,200 pounds
of takeoff thrust each.
767ERs are powered either by two General Electric CF6-80C2 engines or by two Pratt & Whitney PW4060 engines,
both of which are rated at 60,200 pounds of takeoff thrust each.
The N1 and N2 rotors are mechanically independent. The N2 rotor drives the accessory gearbox.
EPR, N1 and EGT are the primary engine indications for Pratt & Whitney engines and N1 and EGT are the primary
engine indications for General Electric engines. Primary engine indications are always displayed on the upper
EICAS display.
Secondary engine indications (N2, fuel flow, oil pressure, oil temperature, oil quantity and vibration) are
automatically displayed on the lower EICAS display when:
the displays initially receive electrical power
a secondary engine parameter is exceeded
TAI will be displayed near the N1 indicator on EICAS when engine anti-ice is on.
On the 757, if only a single source of engine bleed air is available, a TAI bug will be displayed on the appropriate
N1 gauge showing the minimum N1 required for anti-ice operation.
Normal operating ranges are displayed on engine instruments in white.
Oil pressure (except 767 P&W engines) and oil temperature have caution ranges indicated by amber bands. If the
caution range is reached, the readout, readout box and pointer all change to amber.
EGT has a max continuous limit indicated by an amber band. If EGT reaches the max continuous limit, the readout,
readout box, pointer and dial all change to amber, however the EGT indication is inhibited from changing to
amber for five minutes during takeoff or go-around. On some engines, the inhibit is extended to 10 minutes after
an engine failure.
N1, EGT, N2, oil pressure and oil temperature have operating limits indicated by red lines. If an operating limit is
reached, the readout, readout box and pointer all change to red.
Maximum EPR or maximum N1 is the maximum certified thrust limit for all phases of flight and varies with
ambient conditions. It is calculated by the Electronic Engine Controller (EEC) or the Thrust Management
Computer (TMC). If the EEC is operating normally, the thrust levers can be moved to the full forward stop and
max EPR or max N1 will not be exceeded.
Maximum EPR/N1 is indicated by an amber line on the EPR/N1 dial and indications do not change color when the
maximum is reached.
The crows foot is the reference or target EPR/N1. If its green, its a reference EPR/N1 calculated by the Thrust
Management Computer. If its magenta, its a target EPR/N1 calculated by the FMC.
The command sector is a white band that shows the difference between commanded thrust and actual thrust during
throttle movement.
REV is displayed above the EPR/N1 gauge when the reverser is activated. It will be amber when the reverser is in
transit and green when the reverser is fully deployed.
The Thrust Management Computer calculates the reference EPR/N1 for takeoff, climb, cruise, continuous and
go-around thrust. These modes can be selected on the Thrust Mode Select Panel (TMSP).
Assumed temperature for a reduced power takeoff may be set on the TMSP or in the FMS.
Reference EPR/N1 can be manually set for one or both engines using the knob on the engine indication control
panel, however the autothrottles will not respond to a manually set EPR/N1.
Electronic Engine Controller (EEC) Summary:
all EECs are powered by a dedicated permanent magnet alternator which is independent of airplane power
all EECs are Full Authority Digital Electronic Control (FADEC) except on the domestic 767 (GE engines with
the On-Inop switch). The thrust system on those airplanes is a hydromechanical engine fuel control with an
EEC unit that provides trim inputs to drive the engine to an EEC-computed thrust level
EPR is the primary mode for P&W engines and N1 is the primary mode for GE engines
autothrottles need the primary mode. If the primary mode is lost, the autothrottles wont work.
on the 757, the EEC switch is a power switch. It allows maintenance to power the EEC with ships power.
on the domestic 767 (GE engines), the EEC switch is an On-Off switch
on the 767ER (P&W and GE), the EEC switch is a mode switch. It allows switching to the Alternate mode
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Starter Re-Engagement:
recommended starter re-engagement speed (moving Engine Start Selector to GND) is 0% N2
normal starter re-engagement speed is 0-20% N2
engaging the starter with N2 above 20% is not recommended except in case of fire
engaging the starter with N2 above 30% may result in starter or gearbox damage
The Inflight Start Envelope is displayed inflight when the fire handle is in, the fuel control switch is in cutoff, N2 is
below idle, and both Primary and Secondary EICAS screens are displayed. If the current airspeed is too low for a
windmilling start, X-BLD is displayed above the N2 gauge and the Fuel On command bug is displayed on the N2
gauge.
Some 767s with GE engines have an auto relight feature. In flight or on the ground, if N2 drops below idle speed,
the EEC will energize both igniters in that engine.
Each engine has two igniters. Dual igniters are always used for inflight starts.
Main AC is the normal power source for the igniters and Standby AC is the backup source.
Engine and Spar fuel valves are controlled by the fuel control switch and the fire handle.
Eng Valve and Spar Valve lights illuminate momentarily as the valves open or close. Constant illumination indicates
the valve does not agree with the commanded position.
Fuel filters and oil filters will bypass if they become clogged.
767s and some 757s display an EICAS message if a fuel filter is clogged, but on some 757s, the only indication of a
clogged fuel filter is a Status message.
Oil heats the fuel and fuel cools the oil in the fuel/oil heat exchanger. Automatic full-time fuel heat.
There are two independent oil pressure sensors. One supplies information to the oil pressure gauge and the other
supplies information to the discrete oil pressure light on the forward panel and for the EICAS low oil pressure
message. Actual low oil pressure would show on all three.
The white band at the bottom of the oil quantity indication is for crew awareness only. There is no minimum oil
quantity inflight, so there are no flight crew procedures based solely on low oil quantity.
Thrust Reversers are hydraulically operated on the 757 and some 767s, and pneumatically operated on some 767s.
They are available only on the ground. An interlock prevents inadvertent actuation and electromechanical locks
protect in the event of additional system failures.
767s have an auto restow feature to apply hydraulic or pneumatic pressure if an uncommanded thrust reverser
unlock is sensed.
When the reverse thrust levers are pulled aft to the interlock position, the autothrottles disengage, if engaged, and the
speedbrakes deploy if not already deployed.
On the 767, the REV ISLN light above the fuel control switches indicates a fault is detected in the thrust reverser
system. It will be accompanied by a REV ISLN VAL EICAS message. Additional system failures may cause
inflight deployment, however the light and the associated EICAS messages are inhibited in flight. On the 757,
there is no discrete light above the fuel control switches, but the EICAS message will be displayed if on the
ground.
On the Vibration indicator, the vibration source with the highest vibration (N1 or N2 for P&W engines; FAN, LPT
or N2 for GE engines), is displayed. If the vibration source is unknown, the average vibration is displayed and BB,
for broadband, is indicated.
There are no vibration limitations and no flight crew procedures based solely on vibration indications.
APU
The APU generator can supply power for all of the airplanes electrical needs up to the maximum operating altitude.
The APU can also supply bleed air to run both air conditioning packs or start a single engine. Bleed air is available
up to approximately 17,000 feet.
Fuel is provided from the left wing tank through a DC fuel pump if only battery power is available or from the left
forward AC fuel pump if AC power is available.
The aircraft battery (with the Battery switch On) and the APU battery are required to start the APU on the ground.
The purpose of the APU battery is to start the APU without draining the aircraft battery.
Placing the APU switch to Start begins a start cycle which opens the APU inlet door, opens the APU fuel valve and
turns on the AC or DC electric fuel pump. The APU Fault light will flash momentarily during start as the fuel
valve opens. The Run light will flash twice, the first time is a self-test and the second time is starter engagement.
The APU Run light will illuminate when the APU is at operating speed.
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The APU starter duty cycle is three start attempts in a 60-minute period.
Turning the APU switch off will close the APU bleed valve if open and start a 90 second cool down. If the APU
bleed valve has been closed for 90 seconds or more before the switch is turned off, the APU will shut down
immediately.
The APU Fault light will illuminate momentarily during start and shut down as the fuel valve opens or closes.
If the APU is turned off and the APU Run light is still illuminated (during the cool down), turning the switch to Start
and releasing it to On will cancel the shutdown signal and the APU will keep running.
If a fault is detected, the APU Fault light on the APU panel and an APU FAULT EICAS message will illuminate
and the APU will shut down without the 90-second cooling period.
The APU Fault light and APU FAULT EICAS message are inhibited when the APU switch is Off.
The fault system can be reset by turning the APU switch to Off and then back to On. If the Fault light is
extinguished after selecting On, one restart may be attempted. However, if an APU Fuel Valve message is
displayed on EICAS, the fuel valve disagrees with the commanded position and a restart should not be attempted.
The APU will shut down automatically without the 90-second cool down if a fire is detected when on the ground
with both engines shut down.
Fire Protection
The discrete Fire Warning light on the forward panel indicates an engine, APU, wheel well or cargo fire is detected.
The discrete Wheel Well Fire warning light on the forward panel indicates a fire is detected in one or both main gear
wheel wells. There is no detection in the nose gear wheel well.
The Engine Overheat light on the Engine Fire Panel indicates an engine overheat is detected.
The Engine Fire Warning light in the Engine Fire Switch indicates an engine fire is detected.
The Fuel Control Switch Fire light indicates an engine fire is detected.
The Engine Bottle Discharged light indicates the bottle has discharged or has low pressure.
Engine Fire Switch:
arms both engine fire bottles
silences the fire bell
closes the engine and spar fuel valves
(6 items)
closes the engine bleed valve
trips the generator
shuts off hydraulic fluid to the engine-driven hydraulic pump
The APU Fire Bottle Discharged light on the Cargo and APU Fire Panel indicates the bottle has discharged or has
low pressure.
The APU Fire Warning light in the APU Fire Switch indicates an APU fire is detected.
APU Fire switch:
arms the APU fire bottle(s)
silences the fire bell
shuts down the APU
(6 items)
closes the APU fuel valve
closes the APU bleed valve
trips the APU generator
The Cargo Fire Warning light indicates smoke is detected in the associated cargo compartment (FWD or AFT).
The Cargo Fire Bottle Discharged light indicates the bottle has discharged or has low pressure.
Forward Cargo Fire Arm switch:
arms all cargo fire bottles for the forward cargo compartment
turns off both recirc fans
silences the fire bell
Aft Cargo Fire Arm switch:
arms all cargo fire bottles for the aft cargo compartment
turns off the right recirc fan on the 757 and both recirc fans on the 767
silences the fire bell
inhibits high flow from both packs (767 only)
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Summary of Cargo Fire Arm switches: bells, bottles, fans and valves
bells silences the fire bell
bottles arms all fire bottles
fans
- on the 757, turns off both recirc fans if the forward cargo compartment is armed and only the right recirc fan
if the aft cargo compartment is armed. The left recirc fan is part of the E/E cooling system, so Boeing wants
it on if possible. It will be turned off for a fire warning (smoke) in the forward cargo compartment because
thats close to the E/E compartment, but not for a fire warning in the aft cargo compartment.
- on the 767, E/E cooling is not a problem, so both recirc fans turn off for a fire warning in either the forward
or aft cargo compartments
valves
- on the 757, the E/E compartment overboard exhaust valve will latch open if the left recirc fan is turned off
(forward cargo compartment fire warning only)
- on the 767, all cargo compartment inflow and outflow valves close to avoid feeding the fire with oxygen and
to keep Halon from the fire bottles inside the compartment
There are fire detection and extinguishing systems for the engines, APU, cargo compartments and lavs, and overheat
detection systems for the engines, struts and pneumatic ducts in the wing and body areas.
Fire and overheat bells or beepers can be silenced, but warning or caution lights remain illuminated as long as the
fire or overheat is detected.
The SYS FAIL light indicates complete failure of the detection system for an engine fire, engine overheat, APU fire
or cargo fire detection system, but not for the wheel well fire detection system. Note the vertical white line on the
Fire/Overheat Test Panel between the WHL WELL test switch and the ENG/APU/CARGO test switch. It indicates
the wheel well detection system is not included in system fail monitoring.
The System Fail Reset switch extinguishes the Fail light and resets the system to monitor the other non-failed
fire/overheat systems.
The engines have two detector loops in each nacelle that detect both fire and overheat. A fire is a warning and an
overheat is a caution. Both loops must sense a fire or overheat before the signal is sent.
The APU has two detector loops in the APU compartment that detect fire only. Both loops must sense a fire before
the signal is sent.
Each cargo compartment has two smoke detectors. Both detectors must sense a fire (detect smoke) before a fire
signal is sent.
The main wheel wells have a single-loop fire detection system, but no extinguishing system (except lowering the
landing gear). The detection system will not trigger on hot brakes without an associated fire. The nose gear wheel
well does not have a detection system or an extinguishing system (except lowering the gear).
There are two engine fire bottles. Either or both bottles can be discharged into either engine.
Some airplanes have two APU fire bottles and some airplanes have only one APU fire bottle.
The APU automatically shuts down if a fire is detected on the ground if both engines are shut down.
In addition to the cockpit warnings for APU fire, the horn on the nose gear strut sounds intermittently and the fire
warning light on the APU ground control panel illuminates if a fire is detected on the ground.
The engine and APU fire switches are mechanically locked down to prevent inadvertent activation. If a fire is
detected, the switch is electrically unlocked and may be pulled up. The fire switch may also be manually unlocked
by pushing the override switch located beneath it.
On the 757-200, pressing the Number 1 cargo fire discharge switch discharges the first bottle into the selected
compartment immediately. The second bottle is manually discharged at a later time into the same compartment to
maintain the required concentration of extinguishing agent in the compartment.
On the 757-300 and 767, there is only one cargo fire discharge switch. Pressing the switch discharges the first bottle
into the selected compartment immediately. The second bottle is automatically discharged at a later time at a
reduced discharge rate into the same compartment. The 767ER actually has three fire extinguisher bottles. The
second and third ones are discharged automatically at a later time.
Since the cargo fire detectors detect smoke, the fire-extinguishing agent may cause the detectors to indicate a fire
still exists even after it has been extinguished.
Each lavatory has a single smoke detector that will sound in the lavatory if smoke is detected. Some 757-200 aircraft
will annunciate in the cabin as well and 757-300 aircraft have a LAV SMOKE light in the cockpit. Each lavatory
also has a single fire extinguisher in the waste container that will discharge automatically if necessary.
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The engine and APU fire detectors are continuously monitored for faults and tested automatically whenever power
is first applied or transferred from one source to another, and may also be tested manually with the test switch.
The cargo compartment smoke detectors are tested only when power is first applied or transferred from one source
to another or when tested manually with the test switch.
The wheel well fire detection system is not monitored and is tested only when the test switch is pressed.
Flight Controls
Moving the control column opposite the direction of trim will stop the stab from trimming.
Some airplanes have Alternate Stab Trim levers and some have Alternate Stab Trim switches on the control stand.
Both will override or neutralize conflicting trim commands. The levers mechanically signal stab movement and
the switches electrically signal stab movement.
The green band on the Stab Trim indicator indicates the allowable takeoff trim range.
An Off flag in the Stab Trim indicator means the indicator is inop. Missing data in the indicator means other
malfunctions exist.
With Stab Trim Cutout switches in Norm, hydraulic pressure is supplied to the related stab trim control module. In
Cutout, hydraulic pressure to the stab trim module is shut off.
The Unscheduled Stab Trim light indicates an uncommanded stabilizer motion is detected.
The Stab Trim light indicates the stabilizer trim rate is the normal control wheel trim rate (only one trim module).
The Mach Speed Trim light (757 only) indicates the Mach/speed trim system is inoperative.
The Yaw Damper switches turn the yaw dampers on and off.
The Yaw Damper Inop light indicates the yaw damper is off or inoperative.
The Rudder Ratio light indicates the rudder ratio system has failed or left hydraulic system pressure is not available.
The Flight Control Shutoff switches on the Accessory panel open and close the flight control hydraulic valves to the
wings and tail.
The Speed Brakes light indicates the speedbrakes are extended while airborne with the flaps in a landing position or
when the radio altitude is 800 feet or below. On the 757-300 the light will also illuminate if the speedbrakes are
extended and an engine thrust lever is forward of flight idle for more than 15 seconds.
The Auto Speedbrake light indicates a fault is detected in the automatic speedbrake system or, on aircraft with
blended winglets, a fault in the speedbrake load activation system is detected.
The Spoilers light indicates one or more spoiler pairs are not in the commanded position.
The Aileron Lockout light (767 only) indicates the aileron lockout actuator disagrees with the commanded position.
The Trailing Edge light indicates a flap disagree or asymmetry exists or the flap load relief system is not operating
when required.
The Leading Edge light indicates a slat disagree or asymmetry exists.
There is no manual reversion on these airplanes.
Spoilers operate differentially to assist ailerons for roll control and symmetrically as speedbrakes.
The control columns and wheels are connected through jam override mechanisms. If a jam occurs, applying force to
the other column or wheel will overcome the jam, although some control effectiveness may be lost.
The rudder pedals are rigidly connected between the two sides.
All airplanes have two elevators, a moveable horizontal stabilizer, and a single rudder. The 757 has two ailerons and
ten spoilers. The 767 has four ailerons and 12 spoilers.
The 757 has a Mach/speed trim system that automatically moves the stabilizer when the autopilot is not engaged to
improve speed stability.
Aircraft with blended winglets have a Speedbrake Load Alleviation System to protect the wing from a high gross
weight, high speed, pitch up maneuver. Under certain circumstances, speedbrake lever travel is restricted to 50%.
If the speedbrake lever is moved past the 50% position, it will automatically return to 50%. The pilot may override
the system with additional force and hold the lever at positions greater than 50% (probably a bad idea).
Two elevator feel systems provide artificial feel forces to the control columns. The 757 elevator feel system uses the
center and right hydraulic systems and the 767 elevator feel uses the left and center hydraulic systems. (These are
the same hydraulic systems used by stab trim and theyre printed on the console under the stab trim cutout
switches.) Mechanical springs provide elevator feel if both hydraulic systems to the elevator feel system are inop.
Stab trim is powered by the center and right hydraulic systems on the 757 and by the left and center hydraulic
systems on the 767. (Just look at the console; the hydraulic systems are printed under the cutout switches.) There
are two trim modules, one for each hydraulic source.
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The Stab Cutout switches can be used to remove hydraulic power to the trim control modules.
Types of trim:
Electric trim uses the dual pitch trim switches on the control wheel
Alternate trim uses the levers or switches on the control stand. Alternate trim overrides or neutralizes any other
conflicting trim inputs
Automatic trim is used by the autopilot. Automatic trim uses only one control module and trims at the
normal control wheel or alternate trim rate.
Mach/speed trim (757 only) applies automatic trim when the autopilot is not engaged using one control module at
the normal control wheel trim rate to improve speed stability. All other trim methods inhibit Mach/speed trim.
The left autopilot can only use the trim module under the left cutoff switch (center hydraulics on the 757, left
hydraulics on the 767) and the right autopilot can only use the trim module under the right cutoff switch (right
hydraulics on the 757, center hydraulics on the 767). The center autopilot, however, can use the trim module under
either cutoff switch.
If a single autopilot is engaged, electric trimming causes it to disengage.
If multiple autopilots are engaged, the electric trim switches are inhibited.
Alternate trimming does not cause autopilot disengagement, but will cause the Unscheduled Stab Trim light to
illuminate.
The Pitch Enhancement System (767 only) uses a hydraulic motor in the right hydraulic system to drive a pump in
the left system (a Power Transfer Unit) that uses trapped left trim fluid to trim the stabilizer. It automatically
operates if both left and center hydraulic systems fail and uses the electric trim switches to trim the stab at the
normal rate. Alternate and automatic trim will be inoperative.
Roll control is provided by ailerons and spoilers. Control wheel forces increase as control displacement increases.
One of the three hydraulic systems is necessary to set aileron trim.
If aileron trim is changed with an autopilot engaged, the control wheel and ailerons will move to the new trimmed
position when the autopilot is disengaged. Prohibited by airplane limitations.
The aileron lockout system (767 only) permits full travel of the outboard ailerons at low airspeeds and locks them
out at high airspeeds. The AIL LOCK light indicates the aileron lockout actuator is not in the commanded
position. There may be too much or too little movement of the outboard ailerons available.
The rudder ratio system uses left hydraulic pressure and inputs from the air data computer to reduce rudder
displacement at high airspeeds. The RUDDER RATIO light indicates the system has failed and the left hydraulic
actuator to the rudder has been automatically depressurized to reduce rudder throw at high airspeeds.
The yaw dampers improve turn coordination and Dutch roll damping. The Inop light illuminates when a yaw
damper is inoperative or when the IRUs are not aligned.
On the 757, the number 4 and 9 spoiler panels do not operate in flight, but all panels extend on the ground. On the
767, all panels extend both in flight and on the ground.
If the speedbrakes are armed, the lever will move to Up and the speedbrakes will extend on landing when the main
gear are on the ground (not tilted) and the thrust levers are at idle. If the speedbrakes are not armed, the lever will
move to UP and the speedbrakes will extend when on the ground (landing or rejected takeoff) and either thrust
lever is moved to the reverse idle detent.
The Auto Speedbrakes light will illuminate to indicate a fault in the auto speedbrake system that may result in the
loss of auto speedbrake extension. If the speedbrake lever is armed, the light may indicate a fault that could extend
the speedbrakes in flight. Place the lever in the Down position and operate the speedbrakes manually.
Flaps are measured in units, not degrees. Flaps 30 on a 767ER is much more extension than Flaps 30 on a domestic
airplane.
Flaps 1, 5, 15 and 20 are takeoff flap positions for the 757-200 and the 767. The 757-300 does not use Flaps 1 for
takeoff. Flaps 25 and 30 are normal landing flap positions. Flaps 20 is used for some non-normal landings.
757 Slat and Flap Sequencing:
Up to 1: flaps move to 1, slats move to the midrange position after the flaps have moved some
1 to 5, 15 and 20: slats stay in the midrange position, flaps move to the commanded position
20 to 25: slats move to the landing position, flaps move to 25
25 to 30: slats stay in the landing position, flaps move to 30
the sequence is reversed during flap retraction
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IRUs cannot be realigned in flight, but if power is restored after they have shut down, they can be re-powered and
used in Attitude mode. Maintain straight and level flight for 30 seconds while attitude is measured. Heading must
be entered manually on the overhead panel.
Two Air Data Computers (ADCs) are installed on 757-200s and 767s. The ADCs receive pitot and static inputs from
their respective pitot static probes and ports. 757-300s have three ADIRUs instead, as described above.
Airspeed indicators and altimeters receive information from their respective Air Data Computer, with the opposite
ADC serving as an alternate source.
The light on the altimeter indicates approaching an MCP selected altitude. It comes on 750 feet prior to the selected
altitude and goes off 250 feet prior to the selected altitude. The light on the altimeter, the Altitude alert light on the
forward panel, an EICAS message, the Master Caution light and beeper activate when deviating 250 feet from the
MCP altitude. Cautions and alerts are inhibited with the gear down except for the light on the altimeter.
Each VSI receives inputs from its respective IRU, which gets inputs from its respective ADC, with the center IRU
serving as an alternate source.
757-200s and 767s have a Standby Attitude Indicator, Standby Altimeter and Standby Airspeed Indicator. The
757-300 has an Integrated Standby Flight Display (IFSD) which combines all three instruments into one display.
On the Standby Attitude Indicator/IFSD the ILS/APP and B/CRS positions display information from the center ILS.
Bars on the Standby Attitude Indicator/IFSD are deviation indicators only. They are not flight director commands
and will not guide you to the course or glideslope.
The Standby Altimeter/IFSD uses the alternate static source with no ADC corrections.
The Standby Airspeed Indicator/IFSD uses the alternate static source and an aux pitot boom with no ADC
corrections.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
The Cockpit Voice Recorder continuously records all inputs anytime electrical power is applied to the airplane.
During test, the needle (if installed) displaces to the green band if all four channels are operating. To erase, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set. (Erased and
recorded-over conversations can often be recovered however, so dont be too confident.)
The Electronic Flight Instrument System (EFIS) consists of an ADI and an HSI for each pilot.
There are three Symbol Generators to create images on the EFIS.
The left Symbol Generator receives inputs from the left IRU, left ILS and left radio altimeter.
The center Symbol Generator receives inputs from the center IRU, center ILS and center radio altimeter.
The right Symbol Generator receives inputs from the right IRU, right ILS and right radio altimeter.
Normally the left Symbol Generator supplies inputs to the Captains EFIS and the right Symbol Generator supplies
inputs to the First Officers EFIS. The center Symbol Generator can be used as a backup for either or both.
The ADI receives attitude and ground speed information from its respective IRU through the symbol generator.
Instrument Source Selectors:
for F/D flags or no F/D bars, select a different flight director
for Map or Vtrack on the HSI, select the alternate FMC
for symbol generator, ILS or Radio Altimeter problems, select the alternate EFI
for attitude, heading, vertical speed and opposite RDMI heading problems, select the alternate IRS
for airspeed, altimeter and flight instrument problems, select the alternate Air Data Computer
SIR EFI is a good way to remember what the EFI source switch controls. It will select the center symbol
generator, the center ILS and the center radio altimeter.
The Thrust Management Computer provides inputs to the Fast/Slow speed indicator on the ADI.
Radio altitude is displayed in the upper right corner of the ADI when below 2,500 feet AGL.
DH alerting resets when climbing 75 feet above the set DH on a go-around or after touchdown on landing. Selecting
a negative DH hides the DH display.
LOC and G/S scales appear when an ILS frequency is tuned. The LOC pointer appears when the signal is received
and the G/S pointer appears if the signal is received and on a front course intercept heading.
The runway symbol appears when below 2,500' AGL and rises to meet the airplane symbol when below 200' AGL.
Two Flight Management Computers (FMC) are installed.
In flight, the Flight Management System will automatically tune two DMEs from a VOR or Localizer to create a
radio position. The radio position is averaged with the inertial position from the IRUs to create the FMS position,
which the FMS assumes is the airplanes actual position.
The FMS will auto tune the DMEs only when in the Map or Plan mode.
Anytime a VOR or Localizer is tuned, either manually or automatically, the correct DME is also tuned.
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The Captains HSI receives map data from the left FMC through the left symbol generator. The First Officers HSI
receives map data from the right FMC through the right symbol generator.
In Full and Expanded VOR and ILS modes the actual heading is at the top of the case, the magenta Captains bars
are the MCP heading and the white drift angle pointer is the aircrafts actual track computed by the IRS.
In Map mode the aircraft track (not heading) is at the top. The white line in the middle of the HSI is the aircraft
track, the white triangle is aircraft heading, and the magenta Captains bars are MCP heading.
Each segment on the trend vector is 30 seconds long. A maximum of three will be displayed.
Green NAVAIDs (two) displayed on the HSI are the ones being automatically tuned for DME updating by the FMS
or were manually tuned from the VOR panel.
Full deflection on the VNAV vertical deviation scale (football) indicates a deviation of 400 feet or more.
With NAVAID selected, all NAVAIDs are displayed if the range is set at 40 nm or less. If the range is set at greater
than 40 nm only the high-altitude NAVAIDs are displayed.
With Airport selected, all airports in the FMC database are displayed if in range.
With Waypoint selected, waypoints (not necessarily those on the flight path) are shown in blue if range is 40 nm or
less.
Data from the left VOR is displayed on the Captains HSI if a VOR mode is selected and data from the right VOR is
displayed on the First Officers HSI if a VOR mode is selected.
All three ILS receivers are simultaneously tuned with the panel on the pedestal. Left LOC and G/S are displayed on
the Captains ADI and HSI and right LOC and G/S are displayed on the First Officers ADI and HSI. Center LOC
and G/S raw data is displayed on the Standby Attitude indicator when ILS is selected on the instrument.
Each ILS receiver supplies data to its respective Flight Control Computer (FCC).
Turning the ILS tuning knob to the Park position turns off the ILS receivers, removes displays from the instruments,
and shows Park or dashes in the tuning window.
DME on the RDMI is controlled by the HSI mode selector. In VOR, MAP and PLAN modes the DME is to the
VOR station currently tuned, either manually or automatically. In ILS modes, the DME is to the tuned ILS and an
L for Localizer is indicated before the mileage number. Dashes appear if the DME information is not available
and the window is blank if the DME is inop.
The ADF sends bearing information to the RDMI. ANT is for better audio reception, but no bearing data is sent. The
Tone switch should normally be off.
Except for the 767ER, only a left ADF is installed, but the control head still has two windows and a transfer switch.
Selecting ADF on the right pointer on the RDMI freezes the wide needle in its last position and the Bearing
Pointer flag appears. On the 767ER, two ADFs are installed and bearing to tuned ADF stations is displayed on the
HSI (green arrows) regardless of HSI mode selection. The RDMIs will show bearing to both stations if ADF is
selected for both pointers. To park the ADF and remove the green arrows from the HSI, tune to frequency 100.0.
Fuel
Do not reset any fuel boost pump circuit breaker.
The main tank pump Press lights indicate the pump output pressure is low. The pump switch may be on or off.
The center pump Press lights indicate the pump output pressure is low or the associated engine N2 is below 50%
with the pump switch on. Center Press lights and EICAS messages are inhibited when the pump switches are off.
The Crossfeed Valve light indicates a crossfeed valve is not in the commanded position.
Fuel Config light:
757: 1,800 lb. fuel imbalance
767: 2,000 500 lb. fuel imbalance
less than 2,200 lbs. in either main tank (LOW FUEL EICAS message too)
center tank pumps off with more than 1,200 lbs. in the center tank
Fuel temperature is measured in the right main fuel tank (757) or the left main fuel tank (767).
Each fuel tank has two AC-powered fuel pumps. A single pump can supply sufficient fuel pressure to operate one
engine under all conditions.
Center tank pumps have approximately twice the output pressure of the main tank pumps and will override them so
that center tank fuel is used before main tank fuel.
To reduce electrical loads, center tank pumps are inhibited when the associated engine N2 is below 50%, so a center
tank pump will be off, even with the switch on, when the respective engine is shut down. When the engine
accelerates through 50% N2 on start, the pump will operate if the switch is on.
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LEFT and/or RIGHT FUEL SYSTEM PRESSURE EICAS messages will display if all fuel pumps have low output
pressure or if all fuel pumps on one side have low output pressure and the crossfeed valve(s) is closed. Fuel pump
low pressure messages are inhibited by low fuel system messages.
APU fuel is supplied from the left fuel manifold. The left main fuel tank has a DC-powered fuel pump to
automatically supply the APU when AC power is not available and the APU selector is on. There are no controls
or indications for this pump. If AC power is available and the APU selector is on, the left forward AC fuel pump
operates automatically regardless of switch position and the DC pump is turned off.
Some airplanes have two crossfeed valves and some airplanes have one crossfeed valve. On airplanes with two
valves, only one is required to successfully crossfeed. A Valve light indicates the valve does not agree with the
commanded position.
Fuel system low pressure messages are inhibited with the crossfeed valve(s) open.
757 aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to the left
main tank beginning when the left main tank is approximately half empty.
767ER aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to
both main tanks beginning when the main tanks are approximately half empty.
Engines may suction feed directly from the fuel tanks if fuel pump pressure is low, however, at high altitude, thrust
deterioration or flameout may occur due to dissolved air in the fuel coming out of solution and restricting fuel flow
through the suction feed line. Eventually, the dissolved air in the fuel will be depleted and the engine may be
capable of suction feed at cruise power.
Fuel Jettison (767ER only) fuel will jettison at approximately 1,300 ppm and fuel will jettison on the ground if the
system is activated. There is no ground safety switch.
The FMC discontinues fuel value calculations and uses the totalizer value during fuel jettison. When fuel jettison is
complete the calculated value will reset to the totalizer value.
Fuel Tank Capacities
Airplane
Some 757-200s
Some 757-200s
Some 757-200s
Some 757-200s
Some 757-200s
757-300
767 Domestic
767ER
Left Main
14,600
14,600
14,579
14,981
15,000
14,921
40,100
41,000
Right Main
14,600
14,600
14,579
14,981
15,000
14,921
40,100
41,000
Center
46,200
46,400
46,391
47,021
47,000
47,980
30,000
80,400
Total
75,400
75,600
75,549
76,983
77,000
76,822
112,000
162,400
Hydraulics
The System Pressure light indicates system pressure is low.
The Reservoir light indicates reservoir quantity or pressure is low on the 757. On the 767, it indicates only the
reservoir quantity is low.
Turning the Engine Pump switch on allows the pump to pressurize when the engine rotates. Off depressurizes the
pump but cooling fluid is still circulated through it.
The Electric Pump switch turns the electric pump on or off.
Electric and Air Demand Pump switches (767):
Off the pump is off
Auto the left and right electric pumps operate only when engine pump pressure is low. The center ADP pump
will operate only when both center electric pump pressures are low or when high load items are selected or
when the left center electric pump is isolated.
On the pump operates continuously
The Pump Pressure light indicates pump output pressure is low. For demand pumps, the light only illuminates if the
pump has been signaled to operate and its output pressure is low.
The Pump Overheat light indicates pump temperature is high.
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Hydraulic quantity of 1.00 is the normal service level. RF is displayed when the reservoir requires refilling.
The Ram Air Turbine (RAT) switch manually deploys the RAT. The RAT will deploy in the air or on the ground.
The Ram Air Turbine Unlocked light indicates the RAT is not stowed and locked.
The Ram Air Turbine Pressure light (green) indicates the RAT is deployed and is producing hydraulic pressure.
There are three independent hydraulic systems; left, center and right.
Flight controls are distributed so that any one hydraulic system can provide adequate controllability.
Hydraulic system reservoirs are pressurized by the bleed air system.
Fluid to engine-driven hydraulic pumps flows through a shutoff valve controlled by the engine fire switch. Pulling
the fire switch shuts off the flow of fluid to the pump. This is different than turning the pump switch off. Cooling
fluid still circulates when the pump is turned off, but all fluid is shut off when the fire switch is pulled.
High load hydraulic items are flaps, slats, landing gear and nosewheel steering (flaps, slats, gear and steer). On the
767, ground spoilers are high load items when describing when the ADP operates.
757 Hydraulic Systems
Left
One engine-driven pump
One electric pump
Center
Two electric pumps
Right
One engine-driven pump
One electric pump
Flight controls
Left autopilot
Flaps and slats
Landing gear
Alternate brakes
Nosewheel steering
Left thrust reverser
Rudder ratio
HDG (some 757s only)
Tailskid (757-300 only)
PTU to receive hydraulic power
from the right system
Flight controls
Center autopilot
Stab trim
Elevator feel
Ram Air Turbine
Flight controls
Right autopilot
Stab trim
Elevator feel
Normal brakes
Reserve brakes
Autobrakes
Brake accumulator
Right thrust reverser
PTU to transfer hydraulic power to
the left system
A Hydraulic Driven Generator (HDG) is installed on some 757s and is automatically powered by the left hydraulic
system when electrical power is lost to both main AC busses.
The Power Transfer Unit (PTU) is a hydraulic motor-pump that transfers hydraulic power from the right system to
the left system if necessary. It is automatically activated if the left engine fails or if the left engine-driven pump
output pressure is low. When activated, the PTU supplements the left electric hydraulic pump to operate the flaps
and slats, landing gear, and nosewheel steering (flaps, slats, gear and steer), and the HDG if installed. PTU
operation is inhibited if the right engine is not operating.
If the Power Transfer Unit (PTU) switch is Off, the PTU only operates when automatically activated. If On, the PTU
operates if the right engine is operating.
The standpipe in the left system protects fluid to operate the flaps, slats, landing gear and nosewheel steering with
the PTU in case of a left system leak.
The Ram Air Turbine will provide hydraulic power to the flight control portion of the center hydraulic system only.
It deploys automatically in flight if both engines fail (N2 below 50%) and will provide adequate hydraulic power
at airspeeds above 130 knots. The RAT is inhibited from automatically deploying on the ground and once
deployed in flight, it cannot be retracted.
The standpipe in the center hydraulic system protects fluid for the RAT in case of a center system leak.
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The standpipe in the right hydraulic system protects fluid for the reserve brakes in case of a right system leak.
Pushing the Reserve Brakes switch configures the system to use the protected fluid, activates the right system
electric pump regardless of switch position, and isolates the pump output to the reserve brakes. (Reserve brakes on
the 757 are just the normal brakes powered by the standpipe fluid and isolated output from the electric pump.)
All standpipes on the 757 protect approximately 10% of the hydraulic fluid quantity.
767 Hydraulic Systems
Left
One engine-driven pump
One electric demand pump
Center
Two electric pumps
One Air Demand Pump (ADP)
Right
One engine-driven pump
One electric demand pump
Flight controls
Left autopilot
Stab trim
Elevator feel
Rudder ratio
Left thrust reverser (some airplanes)
PTU to receive hydraulic power for
the Pitch Enhancement System
Flight controls
Center autopilot
Stab trim
Elevator feel
Landing gear
Flaps and slats
Nosewheel steering
Alternate brakes
Reserve brakes and steering
Ram Air Turbine
HDG (some 767s only)
Tailskid
Flight controls
Right autopilot
Normal brakes
Autobrakes
Brake accumulator
Right thrust reverser (some
airplanes)
PTU to transfer hydraulic power for
the Pitch Enhancement System
There is no standpipe.
There is no standpipe.
The electric demand and air demand pumps provide additional hydraulic power either on demand or continuously
during periods of high system demand. They are also backups for the engine-driven and electric hydraulic pumps.
The left electric demand pump is inhibited during the start of either engine on the ground when only one generator
is operating.
The Air-driven Demand Pump (ADP) operates as a demand pump when center electric pump output pressures are
low or as an anticipatory pump when high load items (flaps, slats, landing gear, nosewheel steering and ground
spoilers) are selected. It also operates continuously when the HDG (if installed) is operating.
If center hydraulic quantity is sensed low (approximately 50%), the center number one (C1) electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch allows the C1 pump to use standpipe fluid
to power the reserve brakes and steering system. (Reserve brakes on the 767 are just the alternate brakes powered
by the standpipe fluid and the isolated C1 pump.)
The Reserve Brakes and Steering Isolation light on the P-61 panel indicates the center number one (C1) electric
hydraulic pump is isolated to provide hydraulic pressure to the reserve brakes and steering system.
The Reserve Brakes and Steering Reset/Disable switch on the P-61 panel resets or disables the automatic isolation
feature of the center hydraulic system. In Norm, the isolation feature is armed for automatic operation.
A Hydraulic Driven Generator (HDG) is installed on some 767s and is automatically powered by the center
hydraulic system when electrical power is lost to both main AC busses. The ADP will then operate continuously to
ensure there is sufficient hydraulic pressure to drive the HDG. (Actually, it will operate because the electric pumps
are unpowered due to electrical failure and center system pressure is low.)
The Ram Air Turbine provides hydraulic pressure to the flight controls on the center hydraulic system only. It
operates just like the 757 RAT except that fluid for the RAT on the 767 is not protected by a standpipe.
Landing Gear
The Doors light indicates a landing gear door is not closed.
The Gear light indicates the landing gear position disagrees with the landing gear lever position.
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Nose, Left and Right Down lights indicate the associated landing gear is down and locked.
The Brake Temp light indicates a wheel brake is in the high range (5 or above).
The Tailskid light (757-300 and 767 only) indicates the tailskid position disagrees with the landing gear lever
position.
Gear Lever Up retracts, Down extends, and Off removes hydraulic pressure to the landing gear system.
Pushing the lock override releases the landing gear lever lock.
With the Alternate Gear Extend switch in Off, the landing gear lever operates normally. With the switch in Down,
the gear is extended by the alternate system.
The nosewheel steering tiller turns the nosewheel up to 65 in either direction and overrides rudder pedal steering.
Rudder pedal steering turns the nosewheel up to 7 in either direction.
The Autobrakes light indicates the autobrakes are disarmed or inop.
The Parking Brake light indicates the parking brakes are set.
The brake pressure indicator shows brake accumulator pressure. The amber band indicates the pre-charge only and
no brake pressure is available in this range.
The Brake Source light indicates both normal and alternate brake system pressures are low. If the light remains
illuminated after selecting Reserve Brakes (757) or Reserve Brakes and Steering (767), it indicates only
accumulator pressure is available for braking.
The Reserve Brakes switch (757) allows the use of reserve fluid protected by the standpipe in the right hydraulic
system. It activates the right electric hydraulic pump regardless of switch position and isolates the output of that
pump to power the normal brake system. (Reserve brakes use the normal brake system on the 757.)
The Reserve Brakes and Steering switch (767) provides pressure to the alternate brake system and nosewheel
steering using the C1 electric pump and isolated (standpipe) fluid in the center hydraulic reservoir. (Reserve brakes
use the alternate brake system on the 767.)
If the Reserve Brakes and Steering Valve light (767) is illuminated with the switch off, it indicates the valves
disagree with the position commanded by the automatic isolation feature. If the light is illuminated with the switch
on, the valves disagree with the manually selected position.
The Antiskid light on the overhead panel indicates a fault is detected in the antiskid system.
Antiskid switch on the overhear panel (some airplanes):
on and off positions turn the antiskid system on and off
the Off light in the switch indicates the antiskid is turned off, or the antiskid is inop due to a fault, or the
parking brake valve is not open with the parking brake released. (The parking brake valve closes to apply the
parking brake, so in the last case, the valve did not open when the parking brake was released and the parking
brakes are still applied. Do not taxi.)
In reference to Antiskid lights, Little light, little problem. Big light, big problem. The little light on the overhead
panel is a fault and the big light in the antiskid switch on the overhead panel (if installed) means the antiskid is
inop or off.
Antiskid always stops working below 8 knots or you could never stop the airplane.
The Brake Temperature on EICAS (if installed) indicates the relative value of brake temperature. 0-2 is the initial
range (cool brakes); 3-4 is the normal range and the box turns white for the first brake on each truck that exceeds
2; 5-9 is the high range and the box and number are white for each brake 5 or above. Five or above also turns on
the Brake Temp light near the landing gear handle. The Brake Temperature Monitoring System is not installed on
some 757s.
The 757 normally uses the left hydraulic system to raise and lower the gear and the 767 normally uses the center
hydraulic system.
The air/ground system uses tilt sensors on each main landing gear to configure airplane systems to the appropriate
air or ground status. The nose air/ground system uses nose gear strut compression sensors to control stall warning
and portions of the caution and warning system. An EICAS message of AIR/GND SYS or NOSE A/G SYS
indicates that some portion of the sensing system has failed and some systems will not operate normally. Do not
take off.
The landing gear lever is held in the down position by the automatic lever lock while on the ground. The lever lock
is automatically released by air/ground sensing after takeoff and can also be manually released by pushing the lock
override button near the gear handle.
Gear Retraction the doors open, the main gear tilt, automatic wheel brakes are applied, the Gear and Doors lights
illuminate, the gear hydraulically retracts into the wells and the doors close. After retraction the gear are held in
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place by uplocks and hydraulic pressure is removed from the system by placing the gear handle to Off. Lights and
EICAS messages will indicate any gear or door that is not fully retracted or closed after the normal transit time.
The 757 gear is held up by gear and door uplocks.
The 767 main gear is held up by locked gear doors. The nose gear is held up by gear uplocks.
Gear Extension the doors open, the gear unlock, the Gear and Doors lights illuminate, the gear are hydraulically
powered down and locked, the trucks tilt to the flight position, and the doors close. Lights and EICAS messages
will indicate any gear that is not down and locked or any door that is not closed after the normal transit time.
757 Alternate Extension is electro-hydraulic. Alternate extension uses a dedicated DC electric hydraulic pump that
uses isolated fluid in the supply line to the pump to release all gear and door uplocks. The gear then free-fall to the
down and locked position and all hydraulically powered gear doors remain open.
767 Alternate Extension is electro-mechanical. Alternate extension uses an electric motor to trip the locking
mechanism for each gear. The gear then free-fall to the down and locked position and all hydraulically powered
gear doors remain open.
According to a ground school instructor, every time alternate extension has been used on a 767, the nose gear has
not locked down and collapsed on landing, usually at low speed with minor damage.
On the 767, flight beyond 30 minutes on Standby (battery) power will result in complete electrical failure and the
inability to extend the gear and flaps. The ADP requires DC power to operate and when the battery is depleted, the
ADP air supply valve will close and the center hydraulic system will depressurize. The gear and flaps will not
extend by either the normal or alternate methods if this happens.
Nosewheel steering is powered by the left hydraulic system on the 757 and the center hydraulic system on the 767.
The nosewheel tiller can turn the nose gear 65 in either direction and the rudder pedals can turn the nose gear 7 in
either direction. The tiller overrides rudder pedal steering.
757 Brake Sources: Right Left Right (marching)
Normal right hydraulic system
Alternate left hydraulic system
Reserve right hydraulic system
757 Brake Systems:
Normal the normal brake system is powered by the right hydraulic system.
Alternate if the right hydraulic pressure is low, the alternate brakes on the left hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
Reserve if both normal and alternate brake system pressures (right and left hydraulics) are low, the Brake
Source light illuminates. Pressing the Reserve Brakes switch turns on the right system electric pump regardless
of pump switch position and configures that pump to use the isolated fluid protected by the standpipe in the
right hydraulic reservoir exclusively to pressurize the normal brakes. (The reserve brakes use the normal
brakes system.) The Brake Source light will extinguish when pressure is available. If it doesnt, only
accumulator pressure is available.
Accumulator if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
767 Brake Sources: Royal Crown Cola
Normal right hydraulic system
Alternate center hydraulic system
Reserve center hydraulic system
767 Brake Systems:
Normal the normal brakes system is powered by the right hydraulic system.
Alternate if the right hydraulic pressure is low, the alternate brakes on the center hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
Reserve if both normal and alternate brake system pressures (right and center hydraulics) are low, the Brake
Source light illuminates. If the center hydraulic system quantity is sensed low, the C1 electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch then uses the C1 pump and isolated
standpipe fluid in the center hydraulic system exclusively for the alternate brakes system and nosewheel
steering. (Reserve brakes use the alternate brakes system.) The Brake Source light will extinguish when
pressure is available. If it doesnt, nosewheel steering is not available and only accumulator pressure is
available for the brakes. The Valve light in the switch will illuminate if the valves disagree with the
automatically or manually commanded position.
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Accumulator if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
On all airplanes, the only way to tell if normal brakes have failed and alternate brakes are selected is to observe a
Right System Low Pressure EICAS message. There are no other cockpit indications or controls.
The antiskid system requires three things: wheel speed from the transducers, the antiskid controller, and IRS data.
Antiskid brakes are available with normal, alternate, reserve and accumulator braking systems. Antiskid protection
is always available unless its turned off or failed.
The normal brake system provides individual antiskid protection to each main gear wheel and the alternate brake
system provides antiskid protection to laterally paired wheels. Touchdown, hydroplaning and locked wheel
protection are provided.
The autobrake system operates only when the normal brake system is functioning and antiskid is provided with
autobrakes. (Theoretically, its possible to use autobrakes with reserve brakes on the 757 because reserve brakes
use the normal brakes system, but its prohibited by procedure.)
Not all airplanes have RTO braking installed.
With RTO selected (if installed), the autobrakes will provide maximum braking on a rejected takeoff if:
the airplane is on the ground
groundspeed is above 85 knots
both thrust levers are retarded to idle
If a rejected takeoff is initiated below 85 knots, the RTO function will not operate.
Autobrake application on landing begins when:
both thrust levers are retarded to idle
the wheels have spun up
On landing, autobrake deceleration is limited until the pitch angle is one degree or less and then increases to the
selected level.
On dry runways, the Max Auto position for landing is less than max braking produced by full rudder pedal braking.
The autobrake selector sets a deceleration rate and autobrake pressure is reduced as thrust reversers and spoilers
contribute to the total deceleration.
Autobrakes will disarm after application for (F-STOP):
F faults in the autobrake or antiskid systems
S if the speedbrake lever is moved forward
T if either thrust lever is advanced
O if the selector is moved to Off or Disarm
P if a brake pedal is pressed
The parking brake may be set with either the normal or alternate brake system pressurized. If the normal and
alternate brake systems are not pressurized, parking brake pressure is maintained by the accumulator. The
accumulator is pressurized by the right hydraulic system on both airplanes and accumulator pressure is shown on
the Brake Press indicator.
Brake Temperatures (if installed):
initial range is 0-2
normal range is 3-4
overheat range is 5-9 and the Brake Temp light illuminates
Brake temperatures are not instantaneous and will build for 10-15 minutes after brakes are applied.
The tailskid uses the main landing gear activation system and the left hydraulic system on the 757-300 and the
center hydraulic system on the 767.
Warning Systems
EICAS Event Record manually records the last EICAS event into memory. Only the last manually-recorded event
will be retained. EICAS will also automatically record events as necessary.
Auto on the EICAS Computer Selector selects the left EICAS computer, but control will automatically switch to the
right computer if the left one fails.
Cancel and Recall switches Cancel displays the next page of EICAS messages when additional pages exist and
then cancels caution and advisory messages when the last page is reached. Warning messages will not cancel
however. Recall displays previously cancelled messages if the condition still exists.
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The PULL Up light on the forward panel and on the ADI indicates the GPWS barometric or radio altitude descent
rate is excessive or a look-ahead terrain warning (if installed) is active.
The WINDSHEAR light on the forward panel and on the ADI indicates a windshear condition is detected.
The CONFIG light on the forward panel indicates a configuration warning exists.
The OVRSPD light on the forward panel indicates the airplane is exceeding Mmo or Vmo.
The ALT ALERT light on the forward panel indicates between a 250' and 750' deviation from the selected altitude.
The FLAP OVRD switch on the forward panel inhibits Too Low Flaps and Too Low Terrain cautions.
The GEAR OVRD switch on the forward panel inhibits Too Low Gear and Too Low Terrain cautions and inhibits
landing configuration siren.
The TERR OVRD switch on the forward panel inhibits EGPWS look-ahead terrain alerts and display (if installed).
The GND PROX light on the forward panel indicates a ground proximity caution exists and the GND PROX switch
will inhibit glideslope cautions below 1,000' RA.
A Terrain Caution (if installed) indicates 40-60 seconds from impact with terrain shown as solid amber on the HSI.
A Terrain Warning (if installed) indicates 20-30 seconds from impact with terrain shown as solid red on the HSI.
EICAS warnings are in red, cautions and advisories are in amber, and communication messages are in white.
Status messages indicate conditions requiring MEL reference for dispatch but are not considered crew alerts.
The most recent EICAS message is displayed at the top of its respective level, so the problem that initially triggered
the messages is at the bottom. Run that checklist first.
EICAS warnings can only be cleared by correcting the condition causing the warning. Cautions and advisories can
be cleared with the Cancel button.
The Master Caution lights and beeper are inhibited when the airplane is on the ground and both Fuel Control
switches are in cutoff.
Most new caution and advisory EICAS alerts are inhibited during ground engine start until the engine reaches idle
RPM or the start is aborted or 5 minutes elapse from the time of start switch engagement.
Takeoff Inhibits:
Master Warning lights and fire bell are inhibited for fire from rotation until 400' RA or 20 seconds after
takeoff, whichever occurs first. EICAS messages will appear, but the Master Warning and fire bell will not
activate until after the inhibit expires.
Master Caution lights and beeper are inhibited from 80 kts until 400' RA or 20 seconds after takeoff,
whichever occurs first. If the takeoff is rejected, the inhibit remains until airspeed is below 75 kts. EICAS
messages appear during the inhibit, but the Master Caution lights and beeper will not activate until out of the
inhibit range.
advisory and communication alert messages may or may not be inhibited depending on the airplane
Landing Inhibits:
communication alert messages, except Cabin Alert, are inhibited from 800' RA to 75 kts
The Takeoff Configuration Warning system is armed when the airplane is on the ground and thrust is in the takeoff
range on either engine. Any existing takeoff configuration warnings are terminated at main gear lift off.
Takeoff Configuration Warnings:
flaps not in a takeoff position
parking brake set
(4 items)
speedbrake lever not down
stabilizer not in the green band
The Landing Configuration Warning activates if the airplane is in flight and any landing gear is not down and locked
and either:
the flap lever is in a landing position (25 or 30) or
any throttle is in idle below 800' RA.
The flap lever warning cannot be silenced, but pushing the Master Caution reset switch will silence the warning for
idle thrust.
Stall warning is provided by two independent stick shakers that are activated in flight and deactivated on the ground
through air/ground logic based on nose gear strut extension.
On the 757, if the slats are in the midrange position and the left hydraulic system is pressurized, the slats will extend
to the landing position during a stall warning and then retract back to the midrange position when the stall warning
ceases (Autoslat operation). The flap lever will not move.
On the 757, slats may extend during testing of the stall system if the left hydraulic system is pressurized. Use
caution on the ground.
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On the 767, if the flaps are retracted and the angle of attack continues to increase after a stall warning, a control
column nudger moves the control column forward. Flaps must be up for the nudger to operate.
Overspeed Warning Master Warning, EICAS message, discrete light and siren when airspeed exceeds Vmo/Mmo.
Altitude Alerting:
ALT light on the altimeter 750' prior to a selected altitude
ALT light clears 250' prior to a selected altitude
Master Caution, Altitude Alert and ALT light if deviating more than 250' from a selected altitude
if deviating more than 750' from the selected altitude, the alert cancels
altitude alerting is inhibited in flight with all landing gear down and locked
There are two types of GPWS alerts:
Radio Altitude-Based Alerts (GPWS) multiple warnings and cautions based on radio altitude and ILS
glideslope deviations
Look-Ahead Terrain Alerts (EGPWS) multiple warnings and cautions based on aircraft position in reference
to an onboard terrain database. Be aware that:
- the database is unaware of man-made obstructions
- terrain more than 2,000' below the airplanes altitude will not be displayed
- terrain within 400' of the nearest airport elevation will not be displayed
- terrain and weather radar cannot be shown on the same screen at the same time
- the Terrain Caution alerts 40-60 seconds from impact with terrain shown as solid amber on the HSI
- the Pull Up Warning alerts 20-30 seconds from impact with terrain shown as solid red on the HSI
- the terrain ahead may exceed the airplanes climb capability
- both types of GPWS alerts are inhibited by an actual windshear warning (airplane in windshear)
There are two types of windshear warnings:
Reactive Windshear Warnings (airplane in windshear) are provided by the GPWS system and are available
below 1,500' RA on takeoff or landing. Detection begins at rotation.
Predictive Windshear Alerts and Warnings use the weather radar to detect windshear ahead of the airplane. The
Predictive Windshear System is not installed on all airplanes. Be aware that:
- some level of moisture or particulate matter must be present for detection
- not all windshear will be detected
- predictive windshear alerts are issued below 1,200' RA
- the weather radar begins scanning automatically (even if turned off) when the thrust levers are set for
takeoff or when below 2,300' RA
- alerts are available 12 seconds after the radar begins scanning and can be enabled earlier on the ground by
manually turning on the weather radar
- new predictive windshear cautions are inhibited during takeoff and landing between 80 kts and 400' RA
- new predictive windshear warnings are inhibited during takeoff and landing between 100 kts and 50' RA
- predictive windshear alerts are inhibited by actual windshear warnings (airplane in windshear) and both
types of GPWS alerts
TCAS Proximate Traffic is traffic within six miles and 1,200' vertically.
A TCAS Traffic Advisory (TA) results from a prediction that another airplane will enter protected airspace in 35-45
seconds.
A TCAS Resolution Advisory (RA) results from a prediction that another airplane will enter protected airspace in
20-30 seconds.
All TCAS alerts are inhibited by GPWS and windshear warnings.
TCAS is inhibited during takeoff and landing. Increase Descent RAs are inhibited below 1,450' RA, Descend RAs
are inhibited below 1,100' RA and all RAs are inhibited below 1,000' RA. All TCAS voice annunciations are
inhibited below 500' RA.
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