767 Checkride

INTENTIONAL LEFT BANK
767ver18002
NOTE:
This manual has absolutely nothing to do with
the Boeing Aircraft Company. Neither does it
represent any airline or anybody else but me.
My lawyer suggested I put this in here; but, DUH.
THE
I A L
FF I C
UNO
BOEING
757-767
SIMULATOR
CHECKRIDE (c) MIKE RAY 2003
SUGGESTED PROCEDURES
and
POSSIBLE techniques MANUAL
PUT TOGETHER by
MIKE RAY
CAPTAIN UAL
Includes
CONSTANT DESCENT APPROACH PROCEDURES

The obligatory (and boring)
DISCLAIMER
t should be intuitively obvious to all concerned that I would
never intentionally put anything in a document like this that
I didn't believe was absolutely righteous. Everything in
here is the Gospel Truth to the best of my reckoning.
. . . but, of course, it goes without saying, that the final word on

any of this stuff is the appropriate FAA source material, Boeing
Aircraft Company manuals, and any one of the prodigious
number of Company publications.
THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE

INTERPRETATION) INTENDED, MEANT, OR
PLANNED TO BE CONSTRUED TO REPRESENT
OR BE IN ANY MANNER A SUBSTITUTE FOR
APPROPRIATE OFFICIAL MATERIALS.
...an additional note: This material is intended to be

used in the simulator and does NOT imply that there is
any carryover value to flying the actual jet airplane.
My complete purpose in collecting this information was
to help pilots pass their simulator check-ride.
A friend once told me:

"NEVER DOCUMENT YOUR IGNORANCE !"
... so much for good advice.
(C) MIKE RAY 2000
767v18005
Some inane and innocuous
INTRODUCTORY
REMARKS
F
lying the airlines today (particularly in the Glass environment) is a lot
like being in a high school play. The basic building blocks that make
up the typical flight scenario can be split out, identified, memorized,
and then performed at the appropriate time like so many lines from
Will Shakespeare. I believe that learning these basic pieces well enough
so that one is able to recall them at the propitious moment and then
perform the appropriate maneuver cleanly and crisply is THE KEY
ELEMENT of a successful checkride. That is the focus of this document.
I have also observed (having survived flying airplanes and taking

checkrides for over thirty years) that most of the written material provided for
my instruction and information is really written for lawyers and the FAA and
therefore, while basically sound in content, is virtually useless when utilized as
a TRAINING TOOLSET. When this stuff is juxtaposed next to the other
mountains of indecipherable materials that we are obliged to assimilate and
become responsible for, I find myself staring at these verbose manuals,
reading the esoteric descriptions of an obscure sub-system over and over
again, in what always proves to be a vain attempt to place the material into
some understandable context. The 9 point helvetica typestyle text, written by
some left-brained individual usually stares back, failing to transfer any meaning
to my long term memory; rather becoming an endless stream of senseless
data and disjointed pieces of minutiae. I eventually am forced to take a pencil
and make little drawings, little homemade diagrams, funky little hand drawn
flow charts in order to try in some way to wring a vestige of sense from the
seemingly endless stream of material.
This evolution occurs again and again, particulary with a vengeance,
just prior to a PC or CHECKRIDE, in a manic mass learning frenzy. Not
efficient, and definitely not any fun.
What is desperately needed is a

TRAINING TOOLSET.
767v18008
introducing
MIKE RAY's
idea of
A TRAINING TOOLSET
W
for procedures
hat the heck is a TRAINING TOOLSET, anyway?
Let me start by telling you what a package of this sort is NOT.
It is NOT a "REFERENCE RESOURCE." It has not been developed to be a
source of answering questions or resolving ambiguities about the airplane or the
operating environment; those questions are best handled by the "TRAINING and
REFERENCE" manual, FLIGHT HANDBOOK, FOM, AIM, ETC..
Nor is this material a "TEACHING TOOLSET." Teaching stuff is best
represented by all those CBTs, simulators, Instructors with their methods and
materials that are developed at The Training Center (TK) for introducing a "NEW"
pilot into a "NEW" airplane environment. The materials represented here assume
that the student has already been introduced to and "taught" the material.
A "TRAINING TOOLSET" is useful
for "ENHANCEMENT, ENRICHMENT, and ALL THIS
HABITUATION." Enrichment means CHECKRIDE
simply that every time you go over a task, STUFF WOULD
your ability to perform that task becomes BE SIMPLE ...
increased. Enhancement simply means
that your awareness of additional details and
parts of the task, somethings you didn't
notice at first, become enhanced.
Habituation is the result of knowing a
task so well that only a minimum amount
of conscious effort is required to perform
that task perfectly. It is the target of our
training toolset to create a knowledge
base that uses a minimum of creative
thought to complete the basic tasks,
leaving your conscious brain available ... IF I HAD ANY IDEA
to develop creative responses to the
complex and continually changing
OF WHAT I WAS
simulator checkride environment. SUPPOSED TO DO.
That means that in order for
pilots to truly get to know the required basic op er at in g
material, really KNOW YOUR STUFF, one MUST revisit the
TRAINING TOOLSET again and again. Each time one goes
over the material in the same way, over and over, a different
and clearer picture develops of what the REQUIRED TASK is; so that pretty
soon a pattern develops and you begin to "GET IT." This TRAINING TOOLSET
gives you some devices that will help to complete your indoctrination and to assist
you in developing more complete "LEARNING."
767v18009
WEIRD TERMINOLOGY
... or What is that ?
It is a sad but true fact that everybody calls the same thing by different
names. Even on the same airline, different fleets or airplane types call the
identical piece of instrumentation something different. Here are some
examples of what I am talking about:
The ADI (Attitude Director Indicator)

is also called PFD (Pilot Function Display), Attitude Indicator, or AI.
The HSI (Horizontal Situation Indicator)
is also called an ND (Navigation Display), or Moving Map.
The IRS (Inertial Reference System)
is also called IRU.
An NDB (Non-Directional Beacon)
is also called an ADF, also referred to as
an almost emergency when used to describe an approach.
The FMC (Flight Management Computer)
is also called FMS (Flight Management System), or the computer.
It is the heart of the magic that makes the glass airplane possible.
the term GLASS
refers to the fact that many (most) of the relevant instrumentation that
used to be displayed using mechanical or steam gauges have been
replaced with CRT (Cathode Ray Tube) screens made of glass.
The Magenta Line
refers to the fact that the whole imaging system of the HSI is
predicated on the idea that the airplane symbol should follow a
magenta line that is constructed on the HSI screen.
The pilot creates a magenta line and the autopilot follows that line.
The CDU (Computer Display Unit)
is the physical link between human and computer.
It is on this tiny screen that the commands are typed that
tell the computer how to construct the magenta line
... and lots of other stuff.
RTO (Rejected TakeOff)
refers to the brake system that automatically activates
during a rejected or aborted take off.
PTU (Power Transfer Unit)
is a secret hydraulically driven pump in the left hydraulic system that
uses fluid from the right hydraulic system to drive to operate some
essential systems during a failure.
EFIS (Electronic Flight Instrument System)
the whole electronic suite including the ADI, HSI, FMC, CDU, etc.
SG (Symbol Generator)
The part that makes the screen have pictures. If the screen is blank,
then the SG might have failed.
EICAS (Engine Indicating and Crew Alerting System)
The two middle CRTs are the EICAS system. They monitor:
system alerts and status messages, and
on the ground maintenance information.
etc., etc., etc., ad nauseum ...
767terms01
Glossary of terms
Some terms that are useful when discussing the Simulator Checkride
de-tract-or
A "DETRACTOR" or "DISTRACTOR" is an event that is artificially introduced by the
Check Airman into the simulator scenario specifically for the purpose of distracting the
Candidate from a developing negative situation, such as: impending stall, approaching
contact with rising terrain, incomplete irregular or emergency procedure or checklist, etc. It
may also be used simply as a means of inducing the Candidate to return to or divert to an
airport so that approach maneuvers can be demonstrated. It generally serves to increase the
workload of the Candidate to the point of task saturation so that any additional, seemingly
simple, task completion becomes increasingly difficult for the candidate to resolve.
dig-ging-a-hole
"DIGGING-A-HOLE" is a term applied to the response of the simulator Candidate to the
detractors introduced by the Simulator Operator. Failure to recognize and respond early and
appropriately to the detractors introduced will lead to increasing workload, eventual task
saturation, and subsequent BUST. This is considered desirable from the standpoint of the
Check Airman, because when the task loading reaches a certain point, the Candidate can
easily be placed in-extremis by simple and nonessential simulator tasks. It then becomes
mandatory for the Check Airman to bust the Candidate for not performing even basic and
simple operations within clearly defined parameters.
if ... then
"IF ... THEN" is a checkride technique that is dynamic in nature and is used to induce the
Candidate to place Him(Her)self in jeopardy. "IF" the Candidate does not do an item or
accomplish a specific task, "THEN" the Check Airman is obligated to introduce a failure or
event that would capitalize on the oversight of the Candidate. An example might be
monitoring the NDB signal during an ADF approach. "If" the Candidate fails to have the
aural signal turned up; "Then" the Check Airman feels an overpowering obligation to fail the
NDB, regardless of other factors.
training during PC
While not specifically conducted during a proficiency checkride, it is clearly considered
"training" to deliberately introduce situations to which the candidate improperly responds.
After failure to successfully perform the task properly, the subsequent debrief/re-check is
considered "training." The rationale goes like this: "The Pilot will never do THAT again!"
Ergo: Training.
(C) MIKE RAY 2001
767v18011
... JUST WHERE
IS THAT, ANYWAY?
TABLE of CONTENTS
COCKPIT LAYOUT DIAGRAMS 16

INITIAL COCKPIT PREPARATION 35
FMS INITIALIZATION - CAPTAIN 53
COCKPIT PREPARATION - CAPTAIN 60
COCKPIT PREPARATION - F/O 87
FMS VERIFICATION - F/O 95
FINAL COCKPIT PREPARATION 112
PUSHBACK to TAXI OUT 115
TAKE OFF 132
CRITICAL MANEUVERS 135
ABORT BELOW 80 KTS ..................................................138
ABORT 80 KTS to V1 ......................................................139
V1 CUT ............................................................................140
V2 CUT ............................................................................144
STANDARD T/O PROFILE ..............................................150
152
CFIT ..................................................................................
REDUNDANT FIXES .......................................................153
MISSED APPROACH .....................................................154
GPWS .............................................................................162
NON-PRECISION APPROACHs 165

NDB (ADF) .......................................................................168
VOR ..................................................................................
172
LOC/BCRS........................................................................ 176
LOC/ILS GS OUT .............................................................180
VISUAL ............................................................................184
767v18012
PRECISION APPROACHs 187
CAT I ILS ....................................................................... 1 8 8
SINGLE ENGINE ILS .................................................... 1 9 2
CAT III ........................................................................... 1 9 7
OP SPECS 207
more GLASS STUFF ...................................................... 221
HOLDING ........................................................................222
BUILDING APPROACH................................................... 226
BUILDING ARC .............................................................. 228
VNAV STUFF................................................................... 230
SCHOOL TIME .............................................................. 233
CALISTHENICS .............................................................. 251
AUTOFLIGHT WORKBOOK 251
THE QRC (EMERGENCY) SECTION 265
ABNORMAL ENGINE START .......................................... 268
L/R STARTER CUTOUT .................................................. 270
START SEL remains in GRD............................................ 270
LOSS OF ALL ENGINES ................................................. 272
HIGH ENGINE EGT/COMPRESSOR STALL ................... 274
L/R ENG FIRE, SEVERE DAMAGE, SEPARATION ........ 278
APU FIRE ........................................................................ 280
AFT/FWD CARGO FIRE .................................................. 282
GALLEY FIRE/SMOKE .................................................... 284
WHEEL WELL FIRE ......................................................... 286
SMOKE/FUMES/ODOR ....................................................288
AIRSPEED/MACH UNRELIABLE ..................................... 290
UNSHEDULED TRIM.......................................................292
CABIN ALTITUDE WARNING ...........................................294
EMERGENCY DESCENT .................................................295
DRIFTDOWN ................................................................... 298
EVACUATION.....................................................................300
COLD WX OPS 303
THE LIMITS SECTION 315
ADS 333
ILS
OFF
ILS B/'CRS
767v18013
BOEING 757-767 SIMULATOR PROCEDURES
BEHOLD ...
The focus of this
book and the
fabulous place
where you will
spend most of your
time ... the beautiful
Boeing 757/767
flight deck.
We should become as
familiar and comfortable with
our world as we can because
it is here that we are going to
willingly live out a good part of LIVE IT,
FEEL IT,
our lives. Every knob and
switch will become an
intimate part of your existence
KNOW IT,
and you will dream about how
it feels to operate this
incredible machine, you will
LOVE IT!
find that it becomes almost
alive and responsive the more
intimate that you get and the
more flight time you
accumulate. This IS the very
core of your existence. cockpit.cdr
14 MIKE RAY 2003

published by UNIVERSITY of TEMECULA PRESS
FOR STUDY AND REVIEW ONLY
W hen a new pilot first starts learning about the 757-767,

she/he is confronted with a bewildering pile of esoteric
sounding dials, doo-dads, bizarre parts... and if the pilot is
new to glass, there is an even greater tendency to chuck the whole
thing and go surfing.
Having been there, I know what the first question youll be asking about
this airplane ...
What and where is all this
T
strange stuff located?
here is so much of this "strange" stuff, that I thought
it might be useful to include a collection of the
cockpit panels, a sort of map of the Boeing 757/767
universe.
I am always amazed at the flight training materials,

manuals, and handbooks that refer to some bizarre
sounding veebel-fetzer or a thing-a-ma-jig that I have
never heard of and haven't a clue where it is located ... and
the material doesn't bother to tell me where the darned
thing is.
Sometimes, after a fruitless search for some unknown
piece of aviation paraphernalia, I get so flummoxed that I
want to give up and go in and watch daytime TV, a
worthless pursuit I can assure you.
So, here is a little guide to help in finding some that

mysterious stuff.
767v18INDEX00
MIKE RAY 2003

PO BOX 1239, TEMECULA, CA 92562 15
a MAP of the
767/757
UNIVERSE
So hey, just how will we learn where all that stuff we are spose to
know about is? The following set of diagrams or maps have been
included to help you gain familiarity with the fabulous 757/767 flight
deck.
They are divided into sections for ease of assimilation and there is no
particular intent to group the instruments and indicators into specific
groups other than by their physical location.
5 UPPER
OVERHEAD
PANELS
EIFIS
DISPLAYS
MCP PANEL
RIGHT
FORWARD
CAPTAIN PANEL
INSRUMENT
PANEL
F/O
LEFT INSRUMENT
FORWARD PANEL
PANEL
PANEL
BRIDGE IN BACK
and
CDUs THROTTLE
CONSOLE
LOWER
CONSOLE
16 MIKE RAY 2003

5 UPPER
OVERHEAD
PANELS
ENTRY EMERG CARGO ACCESS
DOORS DOORS DOORS DOORS
CAPT FO
PITOT L AOA R AOA
PITOT
The initial complexity of

L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM
the cockpit
UNSCHED RUDDER ANTISKID
STABTRIM RATIO
WINDOW HEAT
L R
EVAC PASS OXY SIDE FWD SIDE FWD
environment is
EMER LIGHTS
75 75
PRESS TO TEST
OFF ON ON ON ON
75
ON
P INOP INOP INOP INOP
U UNARMED
ARMED
L HORN OFF
L
dazzling! It is almost
SHUTOFF
IRS MODE SEL COMMAND EVACUATION SIGNAL ON INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
overpowering to the
ON DC ON DC ON DC
PRESS
DC FAIL DC FAIL DC FAIL
UNLKD
individuals who are

FAULT FAULT FAULT
WING
ENG START
NAV NAV NAV L SELCAL
ALIGN ATT ALIGN ATT ALIGN ATT R
VHF ON ON ON
OFF OFF OFF BOTH VALVE L C R
seeing all this stuff for

VALVE
1 2 PA
OFF INOP INOP
IN
INOP INOP USE
CABIN CALL GND

FWD MID AFT ALERT CALL
AUTO INOP INOP
the first time.

ALERT
AUTO
GND OFF GND OFF PACK PACK
YAW DAMPER OFF OFF
BAT CONT CONT PASS SIGNS
L R
AUTO FLT FLT NO SMOKING SEATBELTS AUTO AUTO
ON OFF BAT AUTO AUTO
ON ON ON ON OFF N OFF N
D OFF OFF S S
I OFF T T
CB
INOP INOP O CB
S Y Y
F
In order to reduce the

C FUEL
F W W
H L PUMPS R PUMPS
ON ON
AFT CROSSFEED AFT
APU GEN EXT PWR PRESS PRESS CABIN ALTITUDE CONTROL
clutter a little, I am
O ON VALVE MANUAL AUTO RATE
F ON VALVE ON OP
F ON CLIMB
BUS TIE AVAIL BUS TIE FWD FWD
SYS SYS SYS PRESS BLEED AIR
PRESS
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
going to break out the

RSVR RSVR RSVR ISNL ISNL CL DESCEND
C PUMPS MIN MAX DUCT
PRESS
UTILITY BUS
HYD PUMPS L BUS L R R BUS P P LDG ALT
R R AUTO INOP
LEFT RIGHT
L C R ON E E ON
126
DUCT DUCT
BUS BUS S
ENG 1 - ELEC - 2 ENG ON ON S
S MODE SELECT LEAK ISOLATION LEAK
5 overhead panels and

OFF OFF S
OFF OFF AUTO 2 BLEED BLEED

ON ON ON ON
AUTO 1 MAN
HI STAGE HI STAGE
PRESS PRESS PRESS PRESS VALVE
L C R
14.9 6.7 14.9
treat them
OVHT OVHT OVHT OVHT L R
GEN GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
15 LBS X 1000 36.5 L ENG APU R ENG
ON ON
O O FUEL TEMP C TOTAL QTY CABIN
independently. Each
PRESS PRESS F ON F ON V
F F O A O
DRIVE DRIVE F L F
F V F
E
OVHT OVHT WING
ANTI-ICE
FT X FPM X
DIFF PSI ALT 1000 RATE 1000
ON
APU L ENG R
panel will get its own

ON ON ON EQUIP COOLING
L R
OFF START CABIN OBS AUDIO ENT
VALVE VALVE ALTN ALTITUDE OFF
VALVE VALVE
RUN SMOKE PRESS DIFF VIDEO ON
OVHT LIMIT:
TO/LDG
page. I am telling you

.125 PSI ON
FAULT RAIN REPELLENT WIPER
L R
OFF
COCKPIT VOICE RECORDER MICROPHONE MONITOR LOW
this because I dont

TEST ERASE
HIGH
CKT BKR OVHD PANEL DOME
HEADPHONE MONITOR
ANTI
want you to get

POSITION WING
PANEL/FLOOD COLLISION
OFF OFF OFF
GLARESHIELD AISLE STAND RED WHITE
LT OVRD LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
confused and think that

LEFT OVERHEAD PANEL
UNKLD
LANDING
WING NOSE GEAR IND LTS TEST
RUNWAY TURNOFF
RIGHT OVERHEAD PANEL
L R
L R DIM BRT
the following 5 panels

OFF
OFF OFF
ON ON
ON
are somehow separate

SECOND OVERHEAD PANEL
from the overhead

MIDDLE OVERHEAD PANEL
FOURTH OVERHEAD PANEL
panel as a whole.
767v118INDEX02
MIKE RAY 2003

5 UPPER OVERHEAD PANELS
LEFT OVERHEAD PANEL
IRSs
INERTIAL REFERENCE
SYSTEM
MODE CONTROL PANEL
The IRSs (sometimes referred to as the IRUs) form the very

heart of the avionics suite. There are three separate systems
and they constantly monitor each other. They use LASER
GYROS and ACCELEROMETERS to provide acceleration,
ground speed, track, true and magnetic heading, wind direction
and speed, attitude, and longitude and latitude to the required
IRS MODE SEL instruments that can be used for navigational and flight control
L C R computations and displays. It is my experience that these
ALIGN ALIGN ALIGN things are extremely reliable and unbelievably accurate.
ON DC ON DC ON DC

YAW DAMPER SWITCHES
FAULT FAULT FAULT
ALIGN
NAV
ATT ALIGN
NAV
ATT ALIGN
NAV
ATT The Boeing 757/767 is so stable that there actually is
OFF OFF OFF
no altitude restriction to operations if these should
become inoperative or unuseable. This statement
does not imply that dispatch without operable yaw
dampers is allowed or even a good idea. The Yaw
Dampers get their control input from the IRSs.
YAW DAMPER
L R
ON ON
HYDRAULIC and RESERVE
INOP INOP SYSTEM PRESSURE lights
If the LOW PRESSURE light is not indicating in the

right system with the right pump switch deselected;
here is what to check. On the Captains panel is a
SYS
PRESS
SYS
PRESS
SYS
PRESS
little RESERVE BRAKE switch. If that has been
RSVR RSVR RSVR
pushed, the RIGHT SYSTEM electric pump will
pressurize regardless of the position of the pump
L
HYD PUMPS
C R
selector switch on the panel below.
ENG 1 - ELEC - 2 ENG
ON ON ON ON
PRESS PRESS PRESS PRESS HYDRAULIC POWER

OVHT OVHT OVHT OVHT CONTROL PANEL
ON ON
PRESS PRESS There are three independent hydraulic systems.

OVHT OVHT
The way it is designed allows that any single
system can maintain controllability of the airplane.
The systems operated by hydraulics are:
autopilot servos
flight controls
landing gear
leading edge slats
nose wheel steering
thrust reversers
trailing edge flaps
wheel brakes
767v118INDEX02a
18 MIKE RAY 2003

SECOND OVERHEAD PANEL
OVERHEAD
CAPT
PITOT
FO
PITOT
L AOA R AOA
ANNUNCIATORS
PANEL
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM
UNSCHED
STABTRIM
RUDDER
RATIO
ANTISKID
There are 2 lite packs on the airplane.
All these lights on both of them should
EVAC be all OFF (not illuminated) before flight.
PRESS TO TEST
P
U
L
COCKPIT EVACUATION
SIGNAL CONTROL PANEL
HORN
L SHUTOFF
COMMAND EVACUATION SIGNAL
Activation causes a flashing red light and piercing horn at all

panels throughout the airplane including the cockpit. The horn
can be silenced in the cockpit with the horn cutoff switch; but
the lights and horn remain activated until ALL the panel are
shutoff throughout the airplane.
BATTERY AND STANDBY

POWER CONTROL PANEL
The battery and standby power system provide power

for buses for critical items: hot battery bus, battery
BAT
bus, standby DC bus, standby AC bus.
AUTO
If normal power is lost, these are the only buses that
D
ON OFF BAT
can be powered by the battery.
I OFF
S O
F
ELECTRICAL GENERATOR AND
C
H F
UTILITY BUS CONTROL PANEL

APU GEN EXT PWR
O ON
The electrical system is divided into two separate,

F ON
F
BUS TIE AVAIL BUS TIE
AUTO AUTO isolated channels. Paralleling of the generators IS NOT

ISNL ISNL
POSSIBLE. External power can be used instead of
APU, but both cannot be used simultaneously.
UTILITY BUS
L BUS L R R BUS
BUS BUS
ON ON
OFF OFF
The APU can operate up to

OFF OFF
APUCONTROLPANEL
the maximum certified ceiling;
L
GEN
R
GEN
however, while starts may be attempted at any altitude,
GEN DRIVE DISC
CONT L R CONT
the APU may not always start above 35,000. Start
O O
cycle for the APU is automatic but it requires both the
APU battery as well as the airplane battery.
F ON F ON
F DRIVE F
DRIVE
APU
ON
COCKPIT VOICE
OFF START
RECORDER PANEL
RUN
FAULT
The CVR has a looping design that allows only
COCKPIT VOICE RECORDER MICROPHONE MONITOR
the last 30 minutes to be recorded.
TEST ERASE
LIGHTING CONTROLS
HEADPHONE MONITOR
PANEL/FLOOD
GLARESHIELD AISLE STAND
LT OVRD The LT OVRD switch overrides the normal
ON controls and turns on the instrument panel flood
lights, the cockpit dome lights, and the lighted
RUNWAY TURNOFF
annunciator lights to FULL BRIGHT.
L R
OFF
ON
MIKE RAY 2003

MIDDLE OVERHEAD PANEL
EMER LIGHTS
ARMED: if the associated battery
charging bus becomes unpowered,
EXTERIOR emergency lights for the
associated side come of IF an exit is
opened with the slide armed.
EMER LIGHTS PASS OXY
OFF
ON PASSENGER OXYGEN
UNARMED
ARMED
OFF
ON
If you PUSH this switch, all the masks will fall down in the
cabin. The masks deploy automatically IF the CABIN
ALTITUDE reaches 14,000. If the light in the switch comes is
RAM AIR TURB
on, it means: The masks have fallen out. YIPE !
PRESS
UNLKD RAM AIR TURBINE RAT WILL fall out if this switch
DEPLOY SWITCH pushed ... anytime. Deploys if
ENG START
R L both engines fail above 80 knots.
VALVE BOTH VALVE
1 2
ENGINE START and GND: Used to start the

IGNITION PANEL engines. Among the
GND
AUTO
OFF GND
AUTO
OFF things it does is:
CONT CONT Increases the APU Compressor OUTPUT
FLT FLT Initiates LOAD SHED
Arms the 50% N2 CUTOUT solenoid.
Even with all the
FUEL
L PUMPS R PUMPS
FUEL SYSTEM
pump switches OFF,
AFT
ON
PRESS
CROSSFEED
ON
PRESS
AFT CONTROL PANEL it is normal for the
ON VALVE ON
LEFT FORWARD
FWD
PRESS PRESS
FWD
DC pump to be operating IF the APU is running.
FUEL
CONFIG There are no cockpit controls for this DC pump.
C PUMPS
FUEL INDICATOR
P P
The FUEL TEMP

LEFT R R RIGHT
ON E E ON
S S
S S
PANEL indicator is from the

RIGHT FUEL TANK. If
L C R
14.9 6.7 14.9

it is inop, use the TAT indicator temperature.
Maximum temp is +49C ... min for JET A is -37C.
FUEL QTY
15 LBS X 1000 36.5
FUEL TEMP C TOTAL QTY
WING and ENGINE ANTI- IF you select
the ENG ANTI-
ANTI-ICE ICE CONTROL PANEL
ICE valves;
WING
TAI appears
ON
L ENG R
L R ON ON
over the EICAS N1 display. If opposite anti-ice is inop,
VALVE VALVE
VALVE VALVE
then a REF BUG appears on good engine.
WIPER
RAIN REPELLENT
RAIN REPELLENT
L R RAIN AND WIPER
OFF
LOW CONTROL PANEL has been de-activated
on UA airplanes.
HIGH
POSITION ANTI
COLLISION
WING LIGHTING POSITION LIGHTS should be
RED WHITE
CONTROLS left on at all times. ANTI-
ON ON ON ON
COLLISION lights should be
used whenever the engines are running or the
WING
LANDING
NOSE GEAR airplane is moving. UA note: It is not necessary to
L R
check the anti-collision lights on walk-around.
OFF OFF
ON ON
20
767v118INDEX02b
MIKE RAY 2003

MIKE RAY 2003

RIGHT OVERHEAD PANEL
ZONE TEMPERATURE
INDICATORS
Indicates temperature as sampled

in the associated zone.
75 75 75 ZONE TEMPERATURE
CONTROL SWITCHES
INOP INOP INOP
The airplane is divided into three zones: Cockpit, forward
FLT DK
AUTO
FWD CAB
AUTO
AFT CAB
AUTO
1/3 of cabin, aft 2/3 of cabin. In normal, warm bleed air is
added to the air to reach selected temperature.
IF TRIM AIR is shutoff: packs attempt to produce 75 F in
C W C W C W each zone.
OFF OFF OFF
RECIRC FANS: If outside air needed, turn OFF the right
L
RECIRC FAN
R
recirc fan. This will incur a small (25 PPH) increase in fuel
TRIM AIR
consumption.
ON ON ON
If LEFT RECIRC fails or is turned off in flight, the
OFF INOP INOP
OVERBOARD EXHAUST VALVE opens and a status
message appears that can only be cleared on the ground
by maintenance.
INOP
PACK
INOP
PACK
PACK SWITCHES
OFF OFF
AUTO AUTO PACKs go to HIGH FLOW when:

OFF N
S
OFF N
S On the ground when ONLY APU or
T CT
CB
Y
B
Y ext PNEU AIR supplying air.
W W IF one pack inoperative
IF associated RECIRC OFF or INOP.
BLEED AIR PANEL

BLEED AIR
These three lights are some of the most misunderstood

DUCT
PRESS on the 757/767 system. I have shown the 757 lights in
the diagram, and it should be noted that the 767
DUCT
LEAK ISOLATION
DUCT
LEAK system is not only different, but totally misleading.
BLEED BLEED
ENG/APU
HI STAGE HI STAGE
BLEED AIR
VALVE
BLEED AIR SWITCHES VALVEs

require air
L ENG APU R ENG
pressure to
O
F
V
A
L
O
F
open. The APU BLEED VALVE closes automatically whenever
and ENGINE BLEED AIR VALVE opens; EXCEPT during
F V F
E
engine start or when ISOLATION VALVE closed. Whatever

the situation, there is a ONE WAY CHECKVALVE that
OBS AUDIO ENT ensures that the ENGINEs CANNOT backpressure the
OFF
VIDEO ON APU. APU BLEED AIR enters the system via the center duct.
ON It supplies the left system when
the ISOLATION VALVE is
OBSERVER AUDIO closed, and both side when it is
and
VIDEO ON LIGHT
767v118INDEX02e
22 MIKE RAY 2003

MCP
WARNING/CAUTION
INDICATOR LIGHTS
press to reset
VOR/DME SELECTORS
A/P ENGAGE
A/T ARM IAS/MACH HDG VERT SPD ALT
L C R
L NAV 2 1 8 3 5 0 9 0 B CRS CMD CMD CMD
F/D F/D
F ON ON F
108.05 065
R C
108.05 065
R C
E R OFF E R
Q S SEL 5 25 Q S
EPR V NAV DN
LOC
SEL BANK
WARNING AUTO LIMIT WARNING
OFF OFF
SPD FLCH HOLD V/S HOLD
CAUTION APP DISENGAGE CAUTION
UP
VOR/DME VOR/DME
AUTOTHROTTLE
SWITCH
FLIGHT VERTICAL SPEED FLIGHT

DIRECTOR KNOB DIRECTOR
SWITCH SWITCH
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
DISENGAGE
BAR
SPEED MODE ALTITUDE AUTOPILOT

SELECTORS SELECTOR ENGAGE MODE
SELECTOR
HEADING MODE
SELECTORS
767v18INDEX04a
MIKE RAY 2003

CAPTAIN'S
INSTRUMENT
PANEL
ADI
sometimes called PFD
AIRSPEED
INDICATOR
GS 523 DH 109
3540
F 20 20
10 10
i 60 i l i i liiiiliiiili
lii 80
i
400 MACH
iilii
iii
iiliiii
liiiil iiiili
350 653 100

liiiiliiiiliiiiliiiili
300 120
10 10
250 KNOTS 140
1
iiliiii
240 2 3 0 160
S A/T 20 20 CMD
iilii
9
iiil
220 180 ii iiiil

iliiiiliiiiliiiiliiiil
200 iii SPD
G/S LOC
VNAV PATH L NAV
INSTR SOURCE SEL
FLT DIR
L
C
D132 F12.8
R DIST L DIST R
12.8 NM TRK 148 M 0743.7Z
lilililililil
i l i 9 12 15 i l i
i l i3 0 3 6 i l
l i l1i 8 21 24i l i
lilililililil
lililililil
N N
A
FMC V
A
V 150
l i l 27 30 l i l 18 0
3
ililil lilili 1 20
ADF ADF
ADF INOP
EFI
IRS
AIR 13
DATA
RDMI
AIR DATA
CONTROL SWITCHES
HSI
also called ND
767v18INDEX03
24 MIKE RAY 2003

LEFT FORWARD
PANEL
ALTIMETER MARKER
BEACONS
ASA CAUTION LITE

STANDBY cancel/recall
ATTITUDE
INDICATOR
AUTOLAND STATUS
LAND 3 1
P/RST TEST CAUTION
NO LAND 3
WARNING
2
CANCEL RECALL
LIGHTS
INNER/ FIRE CONFIG
ALT
iiliiiili AIRWAYS
lii
PULL UP A/P
0
1i
WINDSHEAR
DISC
9 MIDDLE CABIN
i
iil
OVSPD
iiiiliii
SPEED ALT
8 23 654 2 BRAKES
iiiiliii
OUTER
MB ALT IN.HG
ALT AUTO
71013 3 2992
ILS ALERT PILOT GND
OFF
iil
6 4
STANDBY
i lii A/T PROX
B/CRS
5 FMC
i
ILS
ii liiili DISC G/S INHIB
BARO
ENGINE
INDICATOR
i 60 iiilii i l i i liiiili
lii 80
400 1.22 1.24
iilii
iii
EPR
100
iiliiii
liiiil iiiili
350 IAS
iiliiiili
lii 864. 86.6
2 ii
N1
ii 1 300 120 100.5 100.5
4 250
ili
i
140
VERTICAL
395 314
645 645
iiiliiiili
.5 KNOTS
iiliiii
EGT
SPEED
iiiiliiiil
240 160
iilii
iiil
220200180
iiiil
0
1000 FPM
6 iliiiiliiiiliiiiliiiil
ii iii 100 85 N2
86 100
ENGINE
AUTO
.5
4
ili
ii ii ON
i
1 2
i i il i i i l i
ili
RESERVE
BRAKES LOW OIL
ON PRESS
iiliiiili L ENG R ENG
l i i 100 0
OIL PRESS OIL PRESS
i
9 FEET 1
i
iil
AUTO
iiiiliii
1013 1000FT
CHR
8 ALT MB 4 2 BRAKES AUTOBRAKES
iiiiliii
2 3
3 1
iiliii
l i i 60 i l i i i
50,000
2
ii 7 2992
1 3 DISARM 4
MAX
iil
ili
4
i
50 11:32 10 BRAKE 6 IN.HG OFF

iiiliiiili
i lii AUTO
5
i
ii liiili
iiiiliiiil
SOURCE RTO
GMT
BARO
ET/CHR
40 4:56 20
ili
RUN ii ii RUN
i
30 i i il i i i l i
ili
HLD
HLD
SS
RESET FS
RTO
AUTOBRAKE
RESERVE BRAKE SELECTOR
VSI PRESSURE
VERTICAL INDICATOR/SELECTOR
SPEED STANDBY
INDICATOR AIRSPEED
INDICATOR
CAPTAINS 767v18INDEX03b
CLOCK BAROMETRIC
STANDBY
ALTIMETER
MIKE RAY 2003

EICAS DISPLAYS
TAT +18c TO
CARGO DOORS 1.34 1.34

UPPER
1.8 1.8
RUDDER RATIO
STAB TRIM 1.0 1.0
EICAS
1.4 1.4
EICAS
CTR ENT DOOR
CARGO DOORS EPR
6.5 6.5
DISPLAYS
N1
123 123
LOWER
EICAS EGT
64 64 34 34
F/O
CAPTAINS OIL PRESS
CDU
CDU 26 32
N2
COMPUTER
COMPUTER OIL TEMP
654 654
DISPLAY
DISPLAY FF
UNIT
21 19
UNIT OIL QTY
0.0 0.0
VIB
DISPLAY COMPUTER BRT THRUST REF SET
EVENT AUTO BOTH MAX IND

PERF INIT 1/1 ENGINE STATUS
1/1
RECORD L R L R RESET IDENT
CRZ ALT
-
GROSS WT
. - - 3000
CRZ ALT AT ABCDE
3200 -
-
CRZ WIND
-
FUEL
24.7 CALC --- / --- PULL
- 226
SPD ERR AT ABCDE
210 LO 3 LONG -
- ZFW
.
ISA DEV
C--- - - SPD TRANS
250/10000 -
- RESERVES
.
T / C OAT
C--- - - SPD RESTR
---/-----
MAX ANGLE
212 -
- COST INDEX
TRANS ALT
18000 - - -
BRIDGE
ENG OUT>
- < INDEX TAKEOFF >
- - POS INIT >
-
INIT RTE DES INIT

CLB CRZ RTE CLB CRZ DES
REF REF
and
DIR DEP EXEC DIR DEP EXEC
LEGS HOLD PROG LEGS HOLD PROG
INTC ARR INTC ARR
FIX FIX
D
PREV
A B C D E D A B C D E
NEXT M PREV NEXT M
S S
PAGE PAGE S PAGE PAGE S
P P
Y F G H I J G
Y F G H I J G
1 2 3 1 2 3
CDUs
K L M N O K L M N O
F O O
A 4 5 6 F
F
A 4 5 6 F
I P Q R S T S
T
I P Q R S T S
T
L L
7 8 9 7 8 9
U V W X Y U V W X Y
. 0 +/- . 0 +/-
Z DEL CLR
Z DEL CLR
LOWER FMC THRUST

EICAS SELECTOR REFERENCE
MODE used for SET KNOB
SELECTOR irregularity used for irregular
BRIGHTNESS
EVENT SELECTOR
RECORD
BUTTON
767v18INDEX04b
26 published by UNIVERSITY of TEMECULA PRESS

MIKE RAY 2003
FIRST OFFICER
INSTRUMENT
PANEL ASA
AUTOLAND ADI
SITUATION ATTITUDE
ANNUNCIATOR DISPLAY
INDICATOR
TMA LANDING GEAR
THRUST POSITION
MODE INDICATORS IAS
ANNUNCIATOR INDICATED
COMPASS AIRSPEED
MODE
SELECTOR
GS 523 DH 109
N5528UA 3540
HDG REF
NORM D
O G F 20 20
O E
R A
WHL WELL S R AUTOLAND STATUS
NOSE
FIRE
1
10 10
TRUE LAND 3
P/RST TEST
LEFT RIGHT NO LAND 3
2
FLAP TO
GA
CLB 1 2
10 10
POSITION
TEMP SEL
S A/T
CON CRZ
ii l i i 60liiiiliiiil 20 20 CMD
lii ii SPD
INDICATOR
400 MACH 80 LOC
G/S
iilii
iii
RETRACT
UP 270K
iiliiii
liiiil iiiili
350 653 100 VNAV PATH L NAV

300 120
250 KNOTS 140

1
iiliiii
LEADING TRAILING
EDGE EDGE 240 2 3 0 160
iilii
9
iiil
220 180 ii iiiil

200 iii
OFF
12.8 NM TRK 148 M 0743.7Z
EXTEND OR
5 EXTENDED
1 15 270K - .82M
LOCK OVRD
UP 20 150
180
FLAPS 25 D132 F12.8 120
DN
30 DIST L DIST R
lilililili
i 9 l i l i 12 1 l i l i
5
ALTN GEAR
i l i3 0 3 6 i l
l i l1i 8 21 24i l i
EXTEND
lilililililil
270K - .82M
lililililil
5
1 15
N N
A A
UP V V
20
l i l 27 30 l i l
3
ililil lilili
NORM 25
30 ADF ADF
GND PROX GND PROX/CONFIG
LE TE FLAP OVRD GEAR OVRD
ADF INOP
ALTN ALTN
OVRD OVRD
13
LANDING GEAR
ACTUATOR LEVER
RDMI
ALTERNATE HSI
FLAP GEAR OVER-RIDE HORIZONTAL
CONTROLS BUTTON SITUATION
INDICATOR
GRND PROX and
FLAP OVERRIDE
switches
767v18INDEX05a
MIKE RAY 2003

RIGHT
FORWARD
PANEL
BAROMETRIC
ALTIMETER MARKER
BEACON
INDICATORS
INSTRUMENT
SOURCE
SELECTOR
ALT
INNER/
iiliiiili AIRWAYS
lii 0
1i
9 MIDDLE
i
iil
iiiiliii
8 23 654 2
iiiiliii
OUTER
ALT IN.HG 3
71013MB 2992
iil
i6 4
lii
5
i
ii liiili
BARO
INSTR SOURCE SEL

FLT DIR
L
C
iiliiiili
lii 2 ii
R
ii 1
4
ili
i
VERTICAL
iiiliiiili
.5
SPEED
iiiiliiiil
0 6
1000 FPM
.5 FMC
4
ili
ii ii
i
1 2
i i il i i i l i
ili
EFI
CHR
iiliii
l i i 60 i l i i i
ii
ili
i
50 11:32 10 IRS
iiiliiiili
iiiiliiiil
GMT
ET/CHR
40 4:56 20
ili
RUN ii ii RUN
i
30 i i il i i i l i
ili
HLD AIR
HLD
SS DATA
RESET FS
VSI
VERTICAL SPEED
INDICATOR
CLOCK AIR DATA

SELECTORS
767v18INDEX05b
28 MIKE RAY 2003

THROTTLE
CONSOLE
SPEEDBRAKE
ADI, HSI, SELECTOR
WX RADAR, LEVER
DECISION HEIGHT, AUTO-THROTTLE
TFC SELECTORS RELEASE
REVERSER BUTTON
LEVERS
FLAP
STAB TRIM THRUST SELECTOR
SP A K E
HANDLE
BR
ACTUATORS LEVERS
EE
D
ADI ADI
FLAP
RST DH REF BRT RST DH REF BRT
109 109
DOWN
APL NOSE DOWN
APL NOSE DOWN
RANGE BRT RANGE BRT

ARMED 160 320
160 320
80 HSI 80 HSI
40 40
TFC
TFC
20 VOR ILS WXR 20 VOR ILS WXR
10 MAP 10 MAP
ON ON
PLAN PLAN
MAP MAP
NAV AID ARPT RTE DATA WPT NAV AID ARPT RTE DATA WPT
INOP ON ON ON ON INOP ON ON ON ON
S T
T R
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE
APL
APL 0
lilililililililililililililililililililililililililili
0 NOSE
P NOSE
FUEL CONTROL DN
DN 2
A 2 L R
R
K 4 RUN 4
S
S
T
T 6
B 6 A
A
B
R B
8
A 8 T
T
K R NORM CUT OFF
R 10
10 I
E I
M
M 12
12
APL 14
APL 14
NOSE
NOSE CUT L ENG R ENG UP
UP OUT LIM PROT LIM PROT
C R
STAB TRIM
REV ISLN
PARKING LIGHT
BRAKE STAB TRIM
HANDLE CUTOUT
and SWITCHES
INDICATOR LIM PROT STAB TRIM
LIGHT LIGHTS INDICATOR
STAB TRIM
INDICATOR
FUEL CONTROL
SHUTOFF SWITCHES
767v18INDEX06
MIKE RAY 2003

LOWER CONSOLE
LEFT PANEL
WX RADAR WX RADAR
NORM TEST
CONTROL PANEL
MID 10 15
PRECIP 5
LEVEL
UP
0
MAX
DOWN
GND RTN 5
15
10 PRECIP DOPPLER
OFF ON ONLY ONLY

BOTH
124.90 120.95
C
VHF COMM
V
H
F
O
M
M
RADIO PANEL
FREQ SEL
MIC SELECT
ON
VHF-L VHF-R PA FLT SERV

INPH INPH
AUDIO
MASK
SELECTOR
BOOM
PA VOR ADF MKR
PANEL
ILS
PTT
L C R BOTH
VOICE RANGE
NAV FILTER
TFR
1102.5 850.0
A TONE
D OFF ON
ADF/NDB
F
ADF ANT RADIO SELECTOR
FIRE DETECTION
SYSTEM FAIL
FIRE/OVHT TEST
INDICATOR LIGHT
SYS FAIL
WHL ENG/APU
WELL CARGO
FAIL
P-RESET
ENG and CARGO

COMPARTMENT
FIRE and OVERHEAT
TEST PANEL
767v18INDEX06b
30 MIKE RAY 2003

LOWER CONSOLE
CENTER PANEL
ENG FIRE
EXTINGUISHER
SELECTOR
PANEL
L ENG ENG BTL ENG BTL R ENG
OVHT 1 DISCH 1 DISCH OVHT
DISCH DISCH
L R
E I
ACARS F G
INTERACTIVE T H
T
DISPLAY UNIT
MAIN MENU 1/2
D PREFLIGHT DISPATCH
A
T 0001 TIMES ENROUTE
A UA COMM WX RQST
L MSGS RCVD IN REPORT
I
N DELAY/DVRT MRM REPORT TCAS and
K
RETURN
ATC TRANSPONDER
MODE DIM 6 CONTROL PANEL
ABOVE ABS ABOVE ABS
N N
5273
IDENT
BELOW REL BELOW REL
XPDR
STBY TA L R
BUTTON
FAIL
TEST TA/RA
IDENT
TCAS/ATC
F F
R C
E 109.90 249 R
Q S
TEST
AILERON TRIM
ACTUATORS ILS
RUDDER TRIM
15 10 5 0 5 10 15
liiiiliiiiliiiiliiiiliiiiliiiil
NOSE LEFT UNITS NOSE RIGHT ILS
SELECTOR
AILERON NOSE NOSE
LEFT RIGHT
R
U
LEFT RIGHT D
D
WING WING E
R
DOWN DOWN
RUDDER TRIM
SELECTOR KNOB
RUDDER TRIM
INDICATOR
INDICES
767v18INDEX06b
MIKE RAY 2003

LOWER CONSOLE
RIGHT PANEL
CARGO COMPTS
FIRE SELECTOR
PANEL ARMED ARMED APU BTL
1 DISCH
FWD AFT
C
A
R
G
1-BTL DISCH-2 O
APU FIRE
F
I DISCH APU
R
CONTROL DISCH DISCH
E
PANEL
124.90 120.95
V C
H O
F M
FREQ SEL M
VHF COMM
RADIO CONTROL MIC SELECT
PANEL ON

INPH INPH
MASK
BOOM
PA VOR ADF ILS MKR
PTT
L C R BOTH
VOICE RANGE
COMM
SELECTOR NAV FILTER
PANEL
SLEW RESET TEST MSG PAPER FAIL
DATA PRINTER
FULL
EMPTY
PAPER
DATA
PRINTER
767v18INDEX06b

MIKE RAY 2003
PANEL IN BACK
SYSTEM CONTINUITY GEN FIELD

TEST SWITCHES RESET SWITCHES
PTU
SERVICE FLT CONTROL SHUTOFF
INTERPHONE SHUTOFFS
SELECTOR
TEST GEN FIELD MANUAL RESET PTU

AIR DATA CONFIG
L - CMPTR - R T/O GND PROX
ON
FLT RECORDER FIELD
OFF
FIELD
OFF
FIELD
OFF
CONTROL L - STALL - R LDG INOP L C APU
OFF
WING DUCT YAW DMPR EQUIP FLT CONTROL SHUTOFF
ANTI ICE LEAK L COOL
ON ON ON
WINDOW/ FUEL R INOP OFF OFF OFF

PROBE HEAT QTY
L C R
SQUIB TEST TEST FLT REC SERV INTPH

CARGO ENG
1 ON
FWD AFT L R ON
NORM
TEST OFF OFF
EMER ESCAPE
L R TEST 1 APU 2
SLIDE
FIRE EXT TEST 2

SQUIB BTL PRESS
TEST EICAS MAINT
PANEL DISPLAY SELECT

EVENT
AUTO - READ - MAN
ESC ELEC PERF
MSG HYD APU APU HOURMETER
ELAPSED TIME
REC ERASE
CONF ENG TEST 0 2 5 7 8
EPCS HOURS 1/10
MCDP EXCD
CHAN SEL EEC MAINT POWER

ALTN NORM
AUTO
L R
SEC
EICAS RESET
PANEL
APU
EEC PANEL HOUR
METER 767ver18INDEX07
MIKE RAY 2003

767ver18002
34 MIKE RAY 2003

INITIAL COCKPIT
PREPARATION
WOWEE!
SURE ARE
A LOTTA
BUTTONS
NOW
WHAT DO
I DO?
(C) MIKE RAY 2000
the FIRST thing ...

YOU MUST ALWAYS MAKE CERTAIN
THAT YOU ARE ON THE RIGHT JET!
DUH!!!
Always check the aircraft nose number with the one that is
on the flight release document. Let me interpret that for
you,
ALWAYS CHECK THE NOSE NUMBER TO SEE THAT IT
MATCHES YOUR FLIGHT PLAN/WEIGHT MANIFEST.
Would you believe it ... there seem to be a few rocket scientists that get on the
wrong airplane every year. I, of course, have never sat there as departure
time approached wondering where the other crew-members were.
There have even been some brain surgeons that have gotten airborne in the
wrong jet. This is not pretty.
MIKE RAY 2003

s WHAT DO YOU DO NOW ?

o you are ready for your very first airplane ride in the
757. You have entered the cockpit and stand there in the
dark wondering .. "Where do I start?"
PUSH in CIRCUIT BREAKERS

THEN ... Your interest at this point will be confined to the upper panel. The first thing we need
to do is set the intensity of the lights up so we can see and determine which switches are lit up.
How do we do that?
LT OVRD sw ... PUSH
PANEL/FLOOD
LT OVRD
This switch will automatically OFF OFF OFF
increase the intensity of the lighting.

ON
LOGO FLT DK DOOR
ON UNKLD
RUNWAY TURNOFF
AND/OR UNKLD
L R TEST
OVRHD PANEL sw ... UP

IND LTS
OFF DIM BRT
ON
DIM/BRT switch ... BRT
GOTCHA NOTE: BEFORE you start punching in buttons, determine if APU RUN
light is on. The reason is this: If the BAT SWITCH is already ON and you push it
(turning it off) with the APU running, the APU WILL SHUT DOWN ! WHOOPS !
If the BAT SWITCH is OFF (plastic guard

hanging down) and/or the STBY POWER
BAT
switch is off:
turn them ON. STBY PWR SW ... AUTO ON OFF
AUTO
BAT
BAT SW ... ON
D
(The APU WILL I
S
OFF
O
NOT be running C
H
F
F
with the BAT

switch OFF) APU GEN EXT PWR
O ON
verify
F ON
F
APU GEN CONTROL AUTO
ISNL
AUTO
ISNL
switch ... ON L BUS

UTILITY BUS
L R R BUS
Verify that the APU GEN CONTROL switch is BUS

OFF
ON ON
BUS
OFF
ON. It must be ON to close the APU generator

OFF OFF
field. That may be the end of your problem.

NOTE: It is NOT SOP ever to turn it off. L
GEN
R
GEN
GEN DRIVE DISC
CONT L R CONT
Here is the APU RUN LIGHT we were talking ON

O
F ON
about. There is ONLY one way to tell if the APU is DRIVE F

DRIVE
up and running, it is this light. Monitoring the lower

EICAS STATUS page is APU
useful only for displaying APU RUN OFF
ON
START
APU RPM/EGT light
O
F
F RUN
FAULT
continue on next page ... 767v18016

MIKE RAY 2003
IF APU IS NOT AVAILABLE FOR

CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
POWERING THE AIRCRAFT:

WINDOW HEAT
L R
EVAC PASS OXY

SIDE FWD SIDE FWD
PRESS TO TEST EMER LIGHTS
OFF
ON ON ON ON 75 75 75
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
IRS MODE SEL COMMAND EVACUATION SIGNAL ON
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
(that is: APU RUN LIGHT NOT ON) Then:

ON DC ON DC ON DC
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
ALIGN ATT ALIGN ATT ALIGN ATT
BOTH L C R ON
OFF OFF OFF VALVE VALVE ON ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND

NOTE: If the APU is available and there is no other

ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
YAW DAMPER BAT CONT CONT PASS SIGNS OFF OFF
L R
AUTO FLT NO SMOKING SEATBELTS
FLT
ON AUTO AUTO AUTO AUTO
ON ON
OFF BAT ON ON
OFF OFF
D OFF N OFF N
I OFF S S
INOP INOP
S O T
CB CT
B
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
power source powering the A/C, then the APU will

ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS
PRESS BLEED AIR
PRESS PRESS
AUTO AUTO FUEL
CONFIG
ISNL ISNL CL
RSVR RSVR RSVR DESCEND MIN
C PUMPS
MAX DUCT
UTILITY BUS PRESS
L BUS L R R BUS LDG ALT

HYD PUMPS P P AUTO INOP
LEFT R R RIGHT
L C R
automat-
ON E ON
126
BUS BUS E
ENG 1 - ELEC - 2 ENG OFF
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
ON ON ON ON BLEED BLEED
AUTO 1 MAN
PRESS PRESS PRESS PRESS HI STAGE HI STAGE
VALVE
L C R
L R 6.7
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
15 36.5
EXT PWR
LBS X 1000
ON ON L ENG APU R ENG
O O CABIN
Look up at the
PRESS PRESS F ON F ON
F DRIVE F V
ically power
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
ON ON ON
EQUIP COOLING
L R
VALVE VALVE ALTN ALTITUDE
RUN VALVE VALVE SMOKE OFF
PRESS DIFF
OVHT LIMIT: VIDEO ON
TO/LDG
EXT PWR
.125 PSI
FAULT ON
RAIN REPELLENT WIPER
the airplane.
L R
OFF
LOW
TEST ERASE
HIGH
HEADPHONE MONITOR
POSITION ANTI WING
GLARESHIELD AISLE STAND OFF OFF OFF
LT OVRD RED WHITE
LOGO FLT DK DOOR
This is true "AVAIL"

ON ON ON ON
ON ON UNKLD
UNKLD
LANDING
RUNWAY TURNOFF WING NOSE GEAR IND LTS TEST
L R
L R DIM BRT
OFF
OFF OFF
ON ON
ON
AVAIL
in the air LIGHT
also.
If the "AVAIL" lite is ON*:

(This would indicate that "acceptable"
EXTERNAL POWER is connected to
the airplane and available for use.) BAT
AUTO
ON OFF BAT
PUSH in "AVAIL" D
I OFF O
LIGHT SWITCH S
C
F
F
H
EXT PWR
The light should change to read
"ON-AVAIL" indicating that the ON APU GEN EXT PWR
airplane is now being powered by O

F ON
ON
EXTERNAL POWER. AVAIL BUS TIE

F
AVAIL BUS TIE
AUTO AUTO
GOTCHA NOTE: If you push the "ON- ISNL ISNL
AVAIL" light without the APU running, UTILITY BUS

L R R BUS
the external power will DE-SELECT and L BUS
BUS BUS
the airplane will become UNPOWERED! OFF
ON ON
OFF
OFF OFF
BUT ...
L R
If neither "AVAIL" nor APU GEN GEN DRIVE DISC GEN
CONT CONT
"RUN" LIGHTS ARE ON ... L R
START APU O
F
F
ON
DRIVE DRIVE
O
F
F
ON
How to do that is on the

next page.
REMEMBER: If you simply CANNOT get power to

the airplane; CALL "SAM" (Maintenance).
* The AVAIL light indicates power available to:
1. GROUND HANDLING BUS
Load Cargo, Fuel Airplane, and some cabin lights
2. GROUND SERVICE BUS
When right AC bus ON or switch at door 1L is ON,
We can Clean the Cabin, Both Battery Chargers ON,
some galley, and Left Forward Fuel Boost Pump,
some Cabin lights, and the Position lights, and Fwd Equip Cooling Fan.
767v18017
MIKE RAY 2003

HOW TO START
THE APU ON A
DEAD AIRPLANE
3
HYD PANEL
ENTRY
DOORS
CAPT
PITOT
L AUX
PITOT
STAB
TRIM
UNSCHED
STABTRIM
EMERG
DOORS
FO
PITOT
R AUX
PITOT
SPOILERS
RUDDER
RATIO
CARGO
DOORS
L AOA
AUTO
TAT
SPD BRK
ANTISKID
ACCESS
DOORS
R AOA
MACH
SPD TRIM
BATTERY SWITCH
1 WINDOW HEAT
all switches OFF

L R
EVAC PASS OXY

SIDE FWD SIDE FWD
ON
except
OFF
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
L and R primary
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN
eng pump switches

RAM AIR TURB
ON DC ON DC ON DC
2
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
BOTH L C R ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND

ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
L R
FLT
OFF BAT ON ON
ON ON OFF OFF
D OFF N OFF N
I OFF S S
CT
STBY PWR SEL

INOP INOP
S O T
CB B
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
AUTO
ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS BLEED AIR
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
ISNL ISNL CL
C PUMPS
MAX DUCT
UTILITY BUS PRESS

LEFT R R RIGHT
L C R ON E ON
126
BUS BUS E
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
AUTO 1 MAN
PRESS PRESS PRESS PRESS
7
HI STAGE HI STAGE
VALVE
L C R
L R 6.7
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
ON ON
15 LBS X 1000 36.5
CABIN L ENG APU R ENG
O O
F ON F ON
PRESS PRESS
F DRIVE F V
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
ON EQUIP COOLING
6
L R ON ON
PRESS DIFF
TO/LDG
.125 PSI
FAULT ON
L R
OFF
LOW
TEST ERASE
HIGH
HEADPHONE MONITOR
POSITION ANTI WING
LT OVRD RED WHITE
LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
UNKLD
APU GEN SWITCH

LANDING
L R
L R DIM BRT
OFF
OFF OFF
verify ON
ON ON
ON
4
5
rotate APU sel ON
verify APU FAULT LITE
cycles ON then OFF APU BLEED
rotate APU sel to START OFF
then let it spring back to ON
767v18018

MIKE RAY 2003
SOME APU STUFF
An APU start requires BOTH the AIRPLANE BATTERY and the APU BATTERY.
EICAS STATUS PAGE will display parameters for APU EGT and RPM.
If you elect to delay APU start, be aware that when the power is shifted to the APU,
the AUTOBRAKE will deselect. Sometimes REDUCED THRUST will de-select.
APU has a hard time powering ALL systems at once, and after the "BEFORE
START CHECKLIST" is completed, especially on the 767-300, the GALLEY
POWER may auto-load shed. The "chillers" are a logical culprit.
FIRE SYSTEM check IS NOT required before starting the APU.
EXTERNAL POWER is NOT REQUIRED.
1: BATTERY SWITCH......................................... ON
The AIRPLANE BATTERY is essential for the operation and starting of the APU on the
ground; but it has NO EFFECT on APU operation in flight. However, should the
AIRPLANE BATTERY be shut down while the APU is operating on the ground, THE
APU WILL SHUT DOWN!
2: STBY POWER SELECTOR...................... AUTO

This ARMS the electrical system for transfer of power to the BATTERY, STBY
3: HYDRAULIC PUMP SWITCHES................. OFF

AC, and STBY DC busses.
4: APU BLEED................................................ OFF

ALL switches OFF except L and R ENG PUMP SWITCHES.
This prevents inadvertantly pressurizing the Pneumatic, putting a load on the APU
prior to the mandatory 1 minute warm-up period.
5: APU SELECTOR SWITCH........ ON-START-ON

FIRST: Go to ON and observe APU FAULT LIGHT on briefly,
NEXT: Rotate switch momentarily to START and let it spring back to ON
It is normal for the light to flash twice.
When RUN light is ON, APU may be switched to take the electrical load.
6: APU GENERATOR SWITCH......................... ON

This switch ARMS the APB (Auxiliary Power Breaker) which allows the APU to power the AC
busses; provided EXTERNAL POWER is NOT hooked up.
NOTE: IF BOTH the " ON" and "AVAIL" lights are ON, the external
power is still energizing the airplane.
GOTCHA WARNING
DO NOT DO STEP 7 UNTIL APU "RUN" LIGHT ILLUMINATED !
De-selecting the external power BEFORE the APU power is available causes
the airplane to become unpowered and may cause problems such as EICAS
warnings, warning flags such as "RA" and "NO AUTOLAND" on the ASA.
7: EXT PWR SWITCH................................... PUSH

(ONLY IF APU RUN LIGHT ON).
This "DE-SELECTS" the external power and allows the APU to power the airplane, if
available. The ONLY indication on our panel that the APU is actually producing useable
electrical energy is the "APU RUN LIGHT." Make certain this light is "ON" before
pushing this switch. 767v18019
MIKE RAY 2003

WHAT ARE FLOWS ?

T he whole concept of "FLOWS" is simply the grouping of activities in
clusters, then naming them something appropriate to assist the pilot in
remembering just "WHAT AM I 'SPOSE TO DO?" The flight handbook (while it
doesn't use the term "flows") is written in a way that implies that there is a specific
"litany" or routine in which the stuff on the flight deck MUST be done. The pattern
that emerges as one reads the "NORMALS" section is what I am going to lay out
for you now. These are called the "FLOWS."
When the crew arrives at the jet, here are the flow
modules that need to be accomplished to complete the
cockpit set-up.
COCKPIT SET-UP FLOW MODULES

INITIAL
COCKPIT
PREPARATION EXTERIOR
INSPECTION
This flow is "GENERALLY" (WALK AROUND)
done by the Captain, but This flow is "GENERALLY"
the Flight Handbook states done by the First Officer or
that these items MAY be Relief Pilot on international
assigned to the first officer flights, but the Captain MAY
or the relief pilot. do this if she/he desires.
COCKPIT COCKPIT
PREPARATION PREPARATION
(CAPTAIN'S) (FIRST OFFICER)
Pilot's obtaining their type
rating will be required to
complete the Captain's
flows from memory. FMS
VERIFICATION
(FIRST OFFICER)
FMS
INITIALIZATION
(CAPTAIN)
FINAL
COCKPIT
PREPARATION
A shared responsibility
between all members
of the crew.
767v18020
40 MIKE RAY 2003

WHO DOES WHAT ?

T he question at this point is: WHO DOES WHAT ?
We fly this airplane with two different crew configurations:
TWO PILOTS and
THREE PILOTS.
Whether there is a relief pilot as part of the crew complement is a
result of scheduled flight time restrictions. According to the Flight
Operations Manual (FOM) and FAR 121.485:
"Flights scheduled for more than 12 hours will have a relief pilot ...
and that is true sometimes, but there are, of course, exceptions.
During three pilot operations, it has become "custom" (and I don't

want to infer that this is SOP or OP SPECS or FARs or anything other
than custom) that the relief pilot usually does:
WALK-AROUND
HF RADIO and SELCAL CHECKS
OTHER UNSPECIFIED DUTIES.
For the considerations of this manual, we are directing our attention

only to the requirements of the simulator check-ride which implies a
two pilot crew.
While the FLIGHT HANDBOOK divides the first part of the flight deck setup
into three parts:
INITIAL COCKPIT SETUP.
FMS INITIALIZATION-CAPTAIN.
COCKPIT PREPARATION-CAPTAIN.
It is my contention that these three modules should be viewed as one
seamless activity by the Captain. There is a notation that:
"The initial cockpit preparation is normally completed by the Captain, but
may be delegated to the First Officer or Relief Pilot to expedite departure."
...but I contend that this will NOT happen during the simulator check-ride
evolution, therefore we will treat those three modules as if they are one
because that is the way the process will seem to the "Captain."
However, it should be self evident that pilots receiving their

type rating on this airplane (ALMOST EVERYBODY) will be
REQUIRED to know the Captain's flows in order to
successfully complete their check-ride evolution. So, I
submit that it is incumbent on all pilots to know and be
familiar with all the Captain's flows.
767v18020a
MIKE RAY 2003

FLOW
CAPTAINS FIRST THREE SETUP MODULES
M
ake certain that you are on THE RIGHT AIRPLANE !
Compare the actual number on the airplane with that on the FPF and weight
manifest. Every year a certain number of Brain Surgeons actual get on the WRONG
airplane ... some even get airborne!!
THEN
1 ON OVERHEAD
3 SET-UP ITEMS
POWER UP PANEL
AIRPLANE
EXTERNAL
POWER
or THE
START APU
6 UP-N-DOWN ABSOLUTE
FIRST
THING
TO DO
7 MCP
9
INSTRUMENT
PANEL
5 SITDODOWN
CDU
8 WINDOW
GO TO
10 BRIDGE
THE
2 BREAKERS
CIRCUIT
3 AROUND
TURN
11 THROTTLE
CONSOLE 4
PANEL IN
BACK
The following pages are merely the technical details.
42
767v18021
MIKE RAY 2003

BEFORE YOU SIT DOWN AND YOU ARE
STANDING THERE, DO THIS :
FIRST MODULE 1. THREE ITEMS on the OVRHD PANEL

referred to as the
INITIAL 2. CIRCUIT BREAKERS
COCKPIT
PREPARATION
3. TURN AROUND
4. PANEL IN BACK
NEXT MODULE Now sit down
called the
FMS 5. SIT DOWN - DO CDU
INITIALIZATION
CAPTAIN Then do these items.
THIRD MODULE
called the
6. UP-N-DOWN (OVERHEAD PANEL)
COCKPIT 7. MCP (MODE CONTROL PANEL)
PREPARATION
CAPTAIN
8. GO TO WINDOW (SLIDING WINDOW)
9. INSTRUMENT PANEL
10. across THE BRIDGE
11. THROTTLE CONSOLE
YOU MEAN
I GOTTA DO ALL THIS
FROM MEMORY?!
(C) MIKE RAY 2000
NOTE
Current practice is to turn the intensity of the CRTs in the cockpit all the way down
when the crew leaves as part of the shut down. This means that some day you
are going to get on the airplane and ALL THE CRTs (including the RADAR) are
going to be BLACK. Don't panic. Just turn up the intensity of the CRTs.
767v18020b
MIKE RAY 2003

1
THREE ITEMS
ON
OVERHEAD PANEL

CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
WINDOW HEAT
L R
EVAC PASS OXY

SIDE FWD SIDE FWD
OFF
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
ON DC ON DC ON DC
A
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
ELECTRICAL
BOTH L C R ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND
panel
ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
L R
FLT
OFF BAT ON ON
ON ON OFF OFF
D OFF N OFF N
I OFF S S
INOP INOP
S O T
CB CT
B
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS BLEED AIR
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
ISNL ISNL CL
(C) MIKE RAY 2000

C PUMPS
MAX DUCT
UTILITY BUS PRESS

LEFT R R RIGHT
C
L C R ON E ON
126
BUS BUS E
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
AUTO 1 MAN
VALVE
L C R
L R 6.7
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
IRU
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
ON ON
15 LBS X 1000 36.5
O O
F ON F ON
PRESS PRESS
selectors
F DRIVE F V
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
ON ON ON
EQUIP COOLING
L R
PRESS DIFF
TO/LDG
.125 PSI
FAULT ON
L R
OFF
LOW
TEST ERASE
HIGH
HEADPHONE MONITOR
POSITION ANTI WING
LT OVRD RED WHITE
LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
UNKLD
LANDING
L R
L R DIM BRT
OFF
OFF OFF
ON ON
ON
B EXTERIOR
LIGHTS 767v18022

MIKE RAY 2003
A. THE ELECTRICAL PANEL ......................... CHECK

There are 5 (FIVE) things to verify
APU GEN EXT PWR
on the ELECTRICAL PANEL: ON

BOTH BUS TIE SWITCHES ...AUTO AUTO AUTO
BOTH L and R UTILITY BUS SWITCHES...ON

(ON BAR VISIBLE) UTILITY BUS
L BUS L R R BUS
L BUS OFF and R BUS OFF lights ON ON
should be OFF
BOTH L and R UTILITY BUS OFF lights ...OUT;

IF NOT: PUSH and RELEASE SWITCHES
L R
GEN CONT SWITCHES... ON (ON BAR VISIBLE) GEN GEN DRIVE DISC GEN
CONT L R CONT
GEN CONT OFF lights will remain illuminated
until the engines are started and take their bus.
O O
F ON F ON
F DRIVE F
DRIVE
GOTCHA WARNING
IF THE GENERATOR CONTROL SWITCHES ARE LEFT OFF; THEN, AFTER THE
ENGINES ARE STARTED, and WHEN THE APU IS SHUT DOWN, THE AIRPLANE
WILL BECOME UNPOWERED AND IT WILL GET REAL DARK. THIS COULD DUMP
YOUR FMC'S, CAUSE RTO TO DESELECT, RADIO ALTIMETERS MAY HAVE TO BE RESET,
ETC. SOMETIMES "NO AUTOLAND" BECOMES ANNUNCIATED, IF IT DOES; CHECK THE
CENTER "RA" BY PUSHING "EFI" SWITCH. THAT IS A COMMON PROBLEM.
B. THE POSITION AND WING LIGHTS ............. ON

Turn ON........................................WING lights for walk-around.
The POSITION LIGHTS are to remain on at all times.
DON'T BE A GEEK and turn on the oscillating beacons. They are checked by maintenance
and need only be turned on when (1) the engines are running or (2) the jet is being moved.
C. THE IRU SELECTORS .................................... NAV

Normally, the IRUs will be OFF. Go directly IRS MODE SEL
to NAV, it takes about 10 minutes for the full L C R

alignment. After a initial self test, ON DC
ALIGN ALIGN ALIGN
lights come on momentarily (testing the
back-up power source and transfer ON DC ON DC ON DC
system), and then after about 10 seconds,
the ALIGN lights should come on. DC FAIL DC FAIL DC FAIL
NOTE: On those airplanes with FAULT FAULT FAULT
numbers N591UA and greater, NAV NAV NAV

COMPARATOR BITE displays on the
OFF OFF OFF
upper EICAS until the IRUs are aligned.
Big problem if you inadvertently go to the ATT position. Shut IRU off
for about 30 seconds and start alignment all over again.
767v18023
MIKE RAY 2003

2 CIRCUIT
BREAKERS
CIRCUIT BREAKERS.......PUSH IN
NOTE: Sometimes the maintenance guys will pull a certain CB on the right sidewall by
the F/O seat (P6 panel) when they tow the airplane. It is sometimes inadvertantly left out
and affects the anti-skid system. The point of this discussion is not about that particular
circuit breaker, but rather is an example to make the point that you should check ALL the
CBs, even those on the sidepanels. In the SIM the most likely culprit for "popping CBs" is
the F/O, putting their flight bag in position, so checking that panel is ESSENTIAL.
3 TURN
AROUND
8
EMERGENCY EQUIPMENT.... 8 things to check
SMOKE GOGGLES: There should be a pair for each cockpit crewmember
The things to remember about them:
They go on the outside of the oxygen mask.
They MUST fit over your eyeglasses.
If they are still sealed in their packaging, they should be removed
and made ready for donning.
OXYGEN MASKS: Check that the two jumpseat masks are stowed for use..
CREW LIFEVESTS (on OVERWATER/ER A/C) In seat back pouches
PORTABLE FIRE EXTINGUISHER: Check that it is safety wired and

the guage is in the GREEN band.
CRASH AXE: Is it there? On 767, it is "hidden" behind cockpit door.
PERSONAL BREATHING EQUIPMENT (PBE): Push it, it should be "hard".

If there is a colored "DOT," it should be BLUE (NOT PINK).
NOTE: Even if "soft and pink" it MAY BE OK! Check with maintenance.
MEDICAL KIT: Check that seal is intact and the contents complete.
SPARE BULBS: Check for empty holes.
767v18024
46 MIKE RAY 2003

EMERGENCY MEDICAL KIT SPECIAL NOTES:
THIS IS A NO GO SITUATION.
DISCUSSION: On a NON-ER airplane, if the seal is
broken, you still may be able to dispatch IF an I have
heard
G - Goggles
inventory of the contents is completed. A list of the FAR

required items is in the FOM. of O - Oxygen
On an ER airplane, there is a second EMERGENCY

some
pilots
L -Life Vests
MEDICAL KIT installed, but it is only required IF the using F -Fire Ext.
this
primary kit has been depleted below FAR minimums
FOLLOWING A MEDICAL DIVERSION. gouge M -Medical Kit
The intent of that rule is that in case you have to drop A -Axe
into some remote strip in some obscure location and

your medical kit was depleted, you can use the P -PBE
secondary kit to legally dispatch out of that place. S -Spare Bulbs
OBSERVERS MIC SELECTORS (767-300 ONLY).....SET

MIC SELECTORS .... ALL UP (OFF)
MIC SELECT
FLT INPH ... CLOSE
ON
VHF-L VHF-R PA FLT

INPH
SERV
INPH SERV INPH ... CLOSE
MASK
BOOM
PA VOR ADF ILS MKR
PTT
L C R BOTH
VOICE RANGE
NAV FILTER
Note on how to
SET UP FOR PAX CH 9; (if desired)
A. OBS AUDIO ENT switch in lower
right corner of overhead panel
B. Observer Audio Panel ... setup
move #1 audio slider up
NOTE 1: There are two stations on the 767 to check.

Here is a potential problem: If the mic selectors are left in the MASK position and
the PASSENGER AUDIO is selected, then there is the possibility that everything
being said in the cockpit will be broadcast to the customers. Bad idea!
767v18025
MIKE RAY 2003

4 PANEL
IN BACK WING
AIR DATA
L - CMPTR - R
L - STALL - R
ANTI ICE
WINDOW/
PROBE HEAT
CARGO
FWD AFT
DUCT
LEAK
FUEL
QTY
TEST
CONFIG
L
T/O
LDG
YAW DMPR
SQUIB TEST
L
ENG
R
GND PROX
INOP
EQUIP
COOL
INOP
TEST
1
ON
NORM
TEST
GEN FIELD MANUAL RESET
FIELD
OFF
L
FLT REC
ON
OFF
L
FIELD
OFF
C
FLT CONTROL SHUTOFF
ON
OFF
C
FIELD
OFF
APU
ON
OFF
R
PTU
ON
OFF
SERV INTPH
ON
OFF OFF
There are some guys

EMER ESCAPE
L R TEST 1 APU 2
SLIDE
who call this the

TEST 2
BTL PRESS
EICAS MAINT
"SMILE" because
EVENT
DISPLAY SELECT AUTO - READ - MAN
ESC ELEC PERF
there are three

MSG HYD APU APU HOURMETER
ELAPSED TIME
REC ERASE
CONF ENG TEST 0 2 5 7 8
EPCS HOURS 1/10
little red lights that

MCDP EXCD
sorta look like a SMILE.

ALTN NORM
AUTO
L R
SEC
1. TEST PANEL:
How to check the AIR DATA COMPUTERS
TEST
AIR DATA CONFIG
HOLD the LEFT AIR L - CMPTR - R T/O GND PROX
DATA COMPT
SWITCH in the UP L - STALL - R LDG INOP
position until siren WING DUCT YAW DMPR EQUIP

sounds* ANTI ICE LEAK L COOL
WINDOW/ FUEL R INOP

Observe 11 things: PROBE HEAT QTY
MASTER WARNING LIGHT

1/2 OVRSPD light comes ON
OVERSPEED msg on EICAS
SIREN sounds
On CAPTAIN's panel:
AIRSPEED increases
AIRSPEED FAIL flag REPEAT the test using
MACH increase
MACH FAIL flag the RIGHT SWITCH and
ALTIMETER increases the FIRST OFFICERs
ALTIMETER FAIL flag INSTRUMENTS
VSI FAIL flag
IVSI gets its input from the IRU;
but will indicate if a "COMPLETE"
test is done even if IRU not yet
aligned
HOLD the CONFIG
switch in the T/O
* If a "complete" test is desired'
the switch must be held for Observe 4 things on forward panels:
a full 7 seconds.
1. MASTER WARNING light
Checks the 2. CONFIG light on
3. FLAP MSG on EICAS
TAKE-OFF 4. PARKING BRAKE MSG on EICAS
WARNING HORN:
767v18026

MIKE RAY 2003
2. test the SQUIBS

#1 TEST BUTTON
Push and Hold
Observe ALL the SQUIB LIGHTS on.
Release the switch and see that they all go out.
SQUIB TEST TEST

CARGO ENG
1
FWD AFT L R
EMER ESCAPE
L R TEST 1 APU 2
SLIDE
TEST 2
BTL PRESS
#2 TEST BUTTON
Push and Hold
Observe (and here are TWO tricky things).
On the 757, all the lights come ON; but on
the 767 (1) the APU SQUIB LIGHT never
comes on and (2) the two EMER ESCAPE
lights take a few seconds to come on.
3. EEC MAINT PWR SWITCH (757)

EEC MAINT POWER
AUTO
ALTN NORM SWITCH
L R verify NORMAL
SEC
4. FLT REC SWITCH

FLT REC SERV INTPH
FLT REC SWITCH ON ON
verify NORMAL NORM
TEST OFF OFF
NOTE: OFF light will remain
illuminated until first engine SERV INTPH
starts producing oil pressure.
verify OFF
5. BULK CARGO HEAT SELECTOR (767):
On the 767-200, set the switch to ANIMAL
On the 767-300, set the switch to VENT
767v18027
MIKE RAY 2003

6. EICAS (CHECK and ERASE)
(pronounced eye-kas)
SIDEBAR about the TWO EICAS'
This is very confusing to the "NEW GUY," because it is NOT CLEAR
that there are actually TWO DIFFERENT EICAS displays.
EICAS ADVISORY messages (UPPER EICAS)
The upper EICAS displays the "ADVISORY" messages. The pilot can "recall" and
"cancel" the upper EICAS ADVISORY message scroll. These upper EICAS
ADVISORY messages are those that are referenced in the PROCEDURAL INDEX of
the FLIGHT MANUAL. Certain of those messages are colored yellow or red and
activate OTHER cockpit indications like bells and lights.
EICAS STATUS messages (LOWER EICAS)

These messages ONLY are displayed in the LOWER EICAS and ONLY when the
STATUS button is selected. Sadly, there is NO REFERENCE to these in our flight
manual and you have NO WAY TO TELL what they mean. These messages WILL
NOT activate any other cockpit warning. SO... I recommend that periodically on your
checkride, during some lull in the activity, that you reach up and check the "STATUS"
page for "hidden failures and messages."
NOTE: When a msg appears on the lower EICAS there may occur a
"STATUS" indication on bottom of the upper EICAS.
STEP 1 CARGO DOORS

TAT +18c
1.8 1.34
TO
1.8 1.34
STEP 2
IF NO "STATUS"
RUDDER RATIO
STAB TRIM 1.0 1.0
SELECT EICAS
1.4 1.4
CTR ENT DOOR
MSG, go to the next

CARGO DOORS EPR
"STATUS" 6.5 6.5
step; However, if a
DISPLAY N1
123 123 STATUS MSG is

(on BRIDGE
displayed in lower
below CRTs)
EGT
STATUS
EICAS, then:
PUSH "STATUS"
light switch L C R
Write it down and if it

HYD QTY 0.96 0.98 1.00
APU EGT
OXY PRESS 1650
338 RPM 99
erases (procedure for
erasing EICAS is on the
GND PROX BITE next page)
RUD AND is on the list on page
31-1 of MRM
AIL ELEV AIL
(Maintenance Reference
Manual located in
DISPLAY COMPUTER BRT THRUST REF SET
cockpit), then anytime
ENGINE STATUS
EVENT
RECORD L
AUTO
R L
BOTH
R
MAX IND
RESET
during the flight, send
ACARS msg using
PULL
appropriate 900 code.
NOTE: This feature is called: NON-VOLATILE MEMORY, or the "EICAS
STATUS MESSAGE." You may encounter either term when talking with
maintenance. FYI, these messages are WHITE instead of yellow or red.
ON LOWER EICAS DISPLAY: Check the HYD QUANT between 75

and 125%. Sometimes you will see a little RFL msg (refill) next to the
number. Check the O2 PRESS above 1000 PSI, 767 ER 1200 PSI.. 028.CDR
Lower pressures can be adjusted to account for empty jumpseats.
50 MIKE RAY 2003

ALL
EICAS STATUS MESSAGES MUST BE:
1. ERASED
2. RESOLVED BY COORDINATION WITH MAINTENANCE
(OK to continue with message displayed)
3. REPAIRED AND REMOVED
HOW TO ERASE STATUS MESSAGES on

LOWER EICAS:
Use control panel in back of cockpit
EVENT AUTO
A B
ECS/MSG SWITCH READ SWITCH
PUSH PUSH
Ignore any additional Verify "AUTO EVENT"
messages that are annunciated on the
displayed. bottom of the lower
EICAS CRT
EICAS MAINT
EVENT
DISPLAY SELECT AUTO - READ - MAN
EVENT ERASE
C
ESC ELEC PERF
MSG HYD APU
SWITCH
PUSH and HOLD
REC ERASE
CONF TEST
ENG
EPCS
HOLD FOR 3
MCDP EXCD SECONDS. If
additional pages pop
up, erase them in turn.
D
EICAS STATUS SWITCH
PUSH
Some pilots use
DONT FORGET THIS STEP ! the gouge:
FIRST SQUARE
FIRST ROUND
LAST ROUND
EICAS STATUS msg NOTE
IF MSG will not erase, Contact Maintenance
7. THRUST REV MAINT LITES (767-300)

verify.......................................................BOTH LIGHTS OUT
8. FIRST OBS MIC SEL (767)
on 767-300.......................................................ALL UP (OFF)
9. FIRST OBS FLT INPH/SERV INPH (767-300))
on 767-300.......................................................CLOSE
NOTE: The idea is to ensure the volume controls are
completely closed in order to prevent conversations in the
cockpit from being broadcast to the passengers via channel 9.
767v18029
MIKE RAY 2003

767ver18002
52 MIKE RAY 2003

FMS What is an FMS? It is a total mystery

to me why "they" don't can't get
INITIALIZATION
together and figure out what to call
this stuff. Is it an FMC, FMS, CDU,
GLASS, COMPUTER, MAGIC, or
(CAPTAIN)
#%$&*!!! Boeing makes at least four
"glass" airplanes and I have flown
three of them ... they each have their
individual nomenclature for the same stuff. ADIs are EADIs or PFDs. HSIs are
EHSIs or NDs. It is frustrating.
But don't be confused, it is all the same stuff.
The Boeing 757/767 is a computer driven airplane. You can perform

most functions of flight without actually touching the controls ...
Although, Mr. Boeing realized that we were pilots and made it so that
the autopilot will always defer to the pilot.
The airplane is also constructed to be an EXCELLENT non-autopilot
airplane. It can do anything a Jurassic jet can do and better,
7
In this section you will only have to do seven simple things:
1. Verify ACTIVE NAV DATA BASE

2. Enter REF AIRPORT
3. Enter GATE
4. Set IRS POSITION
5. Verify GMT
6. Verify FMC and IRS POSITIONS
7. Enter FMS FLIGHT PLAN
YOU MEAN
I GOTTA USE
THIS LITTLE TV TO
FLY THE JET?
(C) MIKE RAY 2000
767v180030a
MIKE RAY 2003

5 SIT DOWN
DO CDU
< IDENT
< POS
NAV DATA >
< PERF
THE SIMPLE SECRET of
THE "GLASS" < TAKEOFF
There are TWO SIMPLE KEYSTROKES
that will give you access to the whole < APPROACH
GUTS of the FMC/CDU. ANYTIME you
want to go into the very heart of the < INDEX
"MAGIC BOX,"
Simply do these 2 KEYSTROKES ! 7 CRT I NIT

PAGES REF
RT E
- < IDENT NAV DATA > -
- -
1
< POS
CLB
INIT REF - -
button
< PERF
11 CDU
- < TAKEOFF - KEYS
upper-left corner - < APPROACH - CRZ
of keypad
- < INDEX
MAINT > -
DES
2 "INDEX"
INIT RTE DES
CLB CRZ
REF
DIR
INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
LS-6L DIR
FIX
A B C D Elower-left corner
INTC
of CRT
D
PREV NEXT M
S
PAGE PAGE S
P
F G H I J G
LEGS
Y
1 2 3
K L M N O
F O
A 4 5 6 F
P Q R S T S
DEP
I
L T
7 8 9
U V W X Y
. 0 +/-
Z DEL CLR
ARR
HOLD
which causes the BOX
to reveal ... PROG
"The BIG 18" FI X

CDU/FMC pages
767v18030
54 MIKE RAY 2003

MIKE RAY 2003

Enter REF AIRPORT
on POS INIT PAGE Enter GATE
Set IRS POS
We do 4 things: Verify GMT
HOW TO SELECT POS INIT PAGE NOTE: You may notice that the
You can just select POS INIT (key 6R), "POS INIT" prompt is on the last
OR page that you were working on, the
push INIT REF key (IRS in ALIGN MODE) IDENT page. Normally, set-up
Line Select INDEX (key 6L) procedures are like that, the next
Line Select IDENT (key 1L), then page will usually be at the bottom of
Line Select POS INIT (key 6R) the last page...but not always.
"CAPTAIN (usually) PUTS IT IN. THEN ANOTHER PILOT

SEPARATELY VERIFIES IT USING A KNOWN LAT/LONG
FROM A DIFFERENT SOURCE DOCUMENT"
Enter REF AIRPORT NOTE: POSIT INIT

page uses the four
digit ICAO designator for the airport:
POS INIT 1 /2
for example: KJFK rather than JFK, or MGGT - -
LAST POS
instead of GUA. - REF AIRPORTN57 46.8 W235 O46.5
O
-
1. Type in the scratch pad, and then - GATE SET IRS POS
-
2. Line Select 2L - ---- O
. . - O
In the GATE line; you can - GMT SET IRS HDG -

Enter GATE ---- -
O
put "ALL" or the GATE - 2355.8z

LOCATION from FOM 10-7 or just skip it < INDEX TAKEOFF >
altogether. It is NOT a critical
item on the set-up.
Set IRS POS
INIT RTE DES
CLB CRZ
REF
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
3. Line Select either REF AIRPORT FIX
or GATE (pg 10-9) to scratch pad, then D

S
PREV
PAGE
NEXT
PAGE
A B C D E
M
4. Line Select to 4R (the row of little boxes) P S

Y F G H I J G
1 2 3
K L M N O
The important thing is that the ALIGN lights F O
4 5 6
don't start flashing. A F
I P Q R S T S
T
L
If the IRU ALIGN LIGHTS start flashing, 7 8 9

U V W X Y
. 0 +/-
Z
DO NOT OVERRIDE THE "LAST POSITION"
DEL CLR
in the CDU BY REPEATEDLY PUTTING IN A

CONFLICTING "PRESENT POSITION"
WITHOUT CONFIRMING THAT YOU ARE
USING A CORRECT POSITION!
INCREDIBLY! It is possible to convince the machine that you are somewhere where
you are not . It will accept your faulty position after a coupla inputs and agree with
you. Find
out why 5 REASONS THE IRU ALIGN LIGHTS FLASH::
the ALIGN 1: You could be trying to put in the wrong position!
lights are
flashing..
ORAL 2: You took too long to put in a position.
3: Airplane is moving.
QUEST 4: There is a fault in the IRU
5: You made an error in the position
767v18032

MIKE RAY 2003
How to verify THE GMT CLOCK
DISCUSSION: Reading the Flight Handbook, one gets the impression that the
Captain's clock should just "AGREE" with the indication on the POS INIT page
of the CDU. The truth is, the clock will ALWAYS agree with the CDU indication
because it gets its information from the pilot's clock.
The FMC gets it's time information from the Captain's clock,
and if it is not working,
the FMC then gets its information from the First Officer's clock.
What is not clearly evident is that the indication on

both the clocks and the POS INIT page of the CDU
should agree with the ACTUAL GMT TIME!
CHR
60
POS INIT 1 /2
50 23:55 10 - LAST POS -
GMT
- REF AIRPORTN57 46.8 W235 46.5
O O
-
40
ET/CHR
4:56 20 - GATE SET IRS POS

-
RUN
30
RUN
- ---- N57 46.8 W235 46.5 -
-
ET
- GMT
T
M HLD
HLD G SET IRS HDG
-
SS
----
O
- 2355.8z
RESET FS
< INDEX TAKEOFF >
If the GMT time indication of the POS INIT page of the CDU
INIT RTE DES
CLB CRZ
REF
DOES NOT agree with the ACTUAL GMT, the method for DIR
INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
resetting the FMC INTERNAL TIME is by resetting the FIX
A B C D E
Captain's clock (if it is inoperative, then the system D
S
PREV
PAGE
NEXT
PAGE
M
S
automatically reverts to the First Officer's clock).

P
F G Y H I J G
1 2 3
K L M N O
F O
A 4 5 6 F
I P Q R S T S
HOW TO RESET THE CAPTAIN'S L T
7 8 9
U V W X Y
CLOCK: Very carefully. It may seem . 0 +/-
pretty stupid, but it takes a degree in Z DEL CLR
quantum mechanics to get it right. You

will be stressed enough on your check-
ride, so I STRONGLY recommend that you
DO NOT TOUCH THE CLOCK CONTROLS
CHR
without thinking about it first. I can guarantee that you will not
get it right the first time and there you will be eating up
60 precious sim time trying to re-set the stupid clock. DOH!
50 23:55 10
GMT
Use the "GMT" switch (NOT the ET switch).
Using the "SS" and "FS" functions to move the
ET/CHR
40 4:56 20
RUN
30 indicator numbers on the Captain's clock.
RUN
ET T
M HLD
G
FYI:
HLD
SS
RESET FS
SS means slow slave

FS means fast slave.
MIKE RAY 2003

on POS REF PAGE

Verify FMC and IRS POSITIONS
HOW TO SELECT POS REF PAGE

Select POS INIT page, then NEXT page key,
but POS REF 2/2
Since you are already on the POS INIT page, GS
-
FMC POS
all you have to do is push the "NEXT" key. - O

N57 46.8 W235 46.5
O
0 KT
(on the "PIP", you will have two pages to -
IRS L
N57 46.8 W235 46.5 0 KT -
check, just use this key to select the one - IRS C
N57 46.8 W235 46.5 0 KT -
following.) - IRS R
N57 46.8 W235 46.5 0 KT -
- -
This will give you page 2/2. - < INDEX ROUTE > -
Verify ALL POSITIONS AGREE INIT

REF
RTE CLB CRZ DES
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
Verify that all four positions (3 IRSs and FMC) FIX
AGREE. There are two implied "agreements." D

S
PREV
PAGE
NEXT
PAGE
A B C D E
M
S
P
Y F G H I J G
FIRST, they must agree with each other. 1 2 3

K L M N O
The intent is to "discover" and identify any unit F
A 4 5 6
O
F
P Q R S T
that is out of tolerance. I S
L T
7 8 9
SECOND, They must all be in agreement with U V W X Y
.
the correct geographical position on earth. 0 +/-
Z DEL CLR
It is IMPORTANT to compare the positions

with an appropriate 10-7 or 10-9 page of the
approach charts.
DISCUSSION: How close do they have to be to each other

... and to the exact geographical location on earth. I couldn't
find where that was referenced and it will have to be a
question for the instructor or check-airperson. I don't know.
767v18032b

MIKE RAY 2003
on RTE PAGE
Install and verify FMS FLIGHT PLAN
HOW TO SELECT RTE PAGE

RTE 1 1/1
Since you are already on the POS REF page,
all you have to do is push the "ROUTE" -
ORIGIN DEST
-
prompt key - CO ROUTE
-
at the bottom right (6R). - RUNWAY
-
- VIA TO
-
This will give you RTE 1 page. - -
- < RTE 2 ACTIVATE > -
Where can we
screw up here?
INIT RTE DES
CLB CRZ
REF
NOTE: International and SATCOM routing DIR

INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
procedures will be covered in greater detail FIX
A B C D E
during your Initial Operating Experience (IOE) D
S
PREV
PAGE
NEXT
PAGE
M
S
and other training. NOT ON CHECKRIDE.

P
Y F G H I J G
1 2 3
K L M N O
There are two different ways to program the F
A 4 5 6
O
F
P Q R S T S
ROUTE: FMCS YES and FMCS NO. It will be

I
L T
7 8 9
indicated right on the top part of the clearance or U V W X Y
. 0 +/-
release. ALL departures out of PARIS or Z DEL CLR
LONDON will be FMCS NO. On those plans, you

are only expected to put routing in the box to the
"COAST OUT" point because you don't know
what your routing will be over the water.
If FMCS YES ... you are in luck. It will give a routing number; Such as " 03J". You then type
in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT followed
by the 03J. Here's an example: Guatemala City to Los Angeles on route 03J
=GUALAX03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED.
Then Line Select to "CO ROUTE" (2L). easy.
if FMCS NO ... Oh Darn It! This time you use the 4 DIGIT CODE for the airport. MGGT
(Guatemala City) in ORIGIN BOX and KLAX (Los Angeles) goes in the DEST BOX.
This time, SKIP the "CO ROUTE", "RUNWAY" box and "VIA" box.
In the "TO" box, put in the first fix from your clearance. Don't try to enter some complex
departure (SID); that will be put in later using the DEP/APP key. The machine will scroll and
ask for the next leg on the clearance strip. If you run out of slots and wonder where to put
the next leg, PUSH THE "NEXT PAGE" button. If it is "via" an airway put that under the
"VIA" column and the next FIX goes in the TO column. For example: J60 to DBL. If the
routing is "DIRECT" don't put anything in the "VIA" box, just leave it blank.
VERIFY all RTE pages agree with DRM/FPF, PDC, ATC, CHECK-GUY
CHARTS, your MOM, etc. will be looking
ACTIVATE ... have other pilot confirm the routing, then:
EXECUTE. for this!
767v18032c
MIKE RAY 2003

COCKPIT
PREPARATION
-CAPTAIN
DISCUSSION: Finally, we get to the Captain's own section.
There is a feeling among lowly First Officers that this is NOT
required learning for them. Here is the way it will play out; If you
are getting a TYPE RATING on this airplane ( I am not certain
that there are any exceptions anymore) then you will be required
to demonstrate proficiency on this stuff.
At "DOMESTIC ONLY" domiciles, then there will NOT be a

requirement to know this stuff ... but, hey, we are supposed to be
professionals. I don't consider it excessive for each of us to be
familiar with the duties of the other pilot. It will be incumbent
on each of us to be familiar with the systems and operation
thereof of ALL those buttons and switches.
So, therefore, I submit that studying

and getting to know all this technical
stuff is useful and desirable for ALL
pilots on this airplane.
767v18032d
60 MIKE RAY 2003

6 UP - N - DOWN

CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
WINDOW HEAT
L R
EVAC PASS OXY

SIDE FWD SIDE FWD
OFF
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
ON DC ON DC ON DC
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
BOTH L C R ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND

ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
L R
FLT
OFF BAT ON ON
ON ON OFF OFF
D OFF N OFF N
I OFF S S
INOP INOP O T T
CB
S CB
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS BLEED AIR
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
ISNL ISNL CL
C PUMPS
MAX DUCT
UTILITY BUS PRESS

LEFT R R RIGHT
L C R ON E ON
126
BUS BUS E
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
AUTO 1 MAN
VALVE
L C R
L R 6.7
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
ON ON
15 LBS X 1000 36.5
O O
F ON F ON
PRESS PRESS
F DRIVE F V
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
ON ON ON
EQUIP COOLING
L R
PRESS DIFF
TO/LDG
.125 PSI
FAULT ON
L R
OFF
LOW
TEST ERASE
HIGH
HEADPHONE MONITOR
POSITION ANTI WING
LT OVRD RED WHITE
LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
UNKLD
LANDING
L R
L R DIM BRT
OFF
OFF OFF
ON ON
ON
The way they laid out the overhead panel is in an "UP ONE
AND DOWN THE NEXT" orientation. So, when you look up,
start the overhead flow in the LOWER LEFT HAND CORNER.
767v18033
MIKE RAY 2003

OVERHEAD
IRS MODE SEL
L C R
ALIGN ALIGN ALIGN
ON DC ON DC ON DC
FAULT FAULT FAULT
NAV NAV NAV

OFF OFF OFF
FIRST PANEL
YAW DAMPER
L R
ON ON
INOP INOP
SYS SYS SYS

PRESS PRESS PRESS
RSVR RSVR RSVR
HYD PUMPS
L C R
ON ON ON ON
OVHT OVHT OVHT OVHT
ON ON
PRESS PRESS
OVHT OVHT
ANTI-SKID SWITCH
(not on 757):
(767-200): ON; verify OFF light off. IRS MODE SEL
NOTE: When Maintenance tows airplane, L C R
they will shut this switch OFF. BE ALERT!

START
ALIGN ALIGN ALIGN
HERE ON DC
DC FAIL
ON DC
DC FAIL
ON DC
DC FAIL
YAW DAMPER SWITCHES: FAULT FAULT FAULT
BOTH ... ON; INOP LIGHTS ..... OFF ALIGN

NAV
ATT ALIGN
NAV
ATT ALIGN
NAV
ATT
OFF OFF OFF
NOTE: The INOP lights will remain ON

until at least one IRU is aligned.
Even then, however, it is sometimes
required to reset the switch in order to
extinguish the light(s). L
YAW DAMPER
R
ON ON
INOP INOP
EEC SWITCHES (not on 757):

(767-200): ON
(767-300): NORM
SYS SYS SYS
PRESS PRESS PRESS
HYD PUMPS
L C R
HYDRAULIC PANEL:
ON ON
There is only 1 switch to move:

(757): RT ELEC HYD PUMP.................. ON

(767): RT ELEC DEM HYD PUMP .... AUTO
CHECK: ON
PRESS light should go out.

BRAKE SOURCE light goes out.
BRAKE PRESS NORMAL (about 3000 psi).
NOTE: If the pressure light is already out, with the
switch in the "de-select" position: CHECK the
RESERVE BRAKE (& STRG) light/switch on the
forward Captains panel. If that has been
depressed (selected) it will start the right hydraulic
electric pump regardless of the switch position.
START HERE

MIKE RAY 2003
CAPT FO
ENTRY
L AOA R AOA
EMERG
PITOT PITOT
CARGO ACCESS
OVERHEAD
L AUX R AUX
PITOT TAT
PITOT
DOORS DOORS
STAB AUTO MACH
SPOILERS
DOORS DOORS
TRIM SPD BRK SPD TRIM
UNSCHED RUDDER
STABTRIM RATIO ANTISKID
EVAC
PRESS TO TEST
P
U
L HORN
L SHUTOFF
CAPT FO
PITOT L AOA R AOA
PITOT
SECOND PANEL
L AUX R AUX
PITOT TAT
BAT
PITOT
AUTO
ON OFF BAT
D
I OFF
S O
C F
H F
APU GEN EXT PWR
STAB AUTO MACH

O ON
F ON
F
SPOILERS
BUS TIE AVAIL
BUS TIE
TRIM
AUTO AUTO
L BUS
ISNL
UTILITY BUS
L R
ISNL
R BUS
SPD BRK SPD TRIM
BUS BUS
ON ON
OFF OFF
OFF OFF

L R
GEN GEN
GEN DRIVE DISC
CONT
STABTRIM
L R CONT
O
F
F
ON
DRIVE DRIVE
O
F
F
ON
RATIO
APU
ON
OFF START
RUN
FAULT
TEST ERASE
HEADPHONE
MONITOR
EVAC
PANEL/FLOOD
LT OVRD
ON
RUNWAY TURNOFF
L R
OFF
ON
PRESS TO TEST
EMER DOOR LIGHT: P

U
L
L
HORN
SHUTOFF
OFF ... If ON, NOTIFY MAINT COMMAND EVACUATION SIGNAL
IMMEDIATELY.
It takes about 20 minutes to
repack the overwing slide door.
IMPORTANT !
EVAC CONTROL PANEL
Two things to check:
verify COMMAND SWITCH GUARD CLOSED
Push to Test ... EVAC LIGHT (two bulbs) BAT
AUTO
ON OFF BAT
D
I OFF
S O
BATTERY PANEL:
C F
H F
ROTATE STBY PWR SEL to BAT APU GEN EXT PWR
Observe DISCH LITE ON and BUS TIE

ON
AVAIL
OFF LITE stays OFF

BUS TIE
AUTO AUTO
ROTATE SEL back to AUTO

Observe BOTH LITES OUT L BUS
UTILITY BUS
L R R BUS
ON ON
COCKPIT VOICE L
GEN
CONT
GEN DRIVE DISC
L R
R
GEN
CONT
RECORDER: O
F
F
ON
DRIVE
O
F
F
ON
DRIVE
TURN "OFF" all volume controls

Push TEST switch for momentarily APU
WITHIN 3 seconds, verify: ON
SINGLE SIDE TONE, and

OFF START
RUN
SINGLE METER or STATUS LIGHT

Plug headset into jack ... say something
LISTEN for feedback. COCKPIT VOICE RECORDER MICROPHONE MONITOR
ERASE TEST
TEST ERASE
"OLD" CVR:
STATUS HEADPHONE
HEADPHONE MONITOR PANEL/FLOOD

Push TEST switch for 4 seconds

LT OVRD
ON
Observe two "flicks" of pointer into the green band

Plug headset into jack...say something RUNWAY TURNOFF
listen for playback. L
OFF
R
ON
MIKE RAY 2003

OVERHEAD
OFF
ON
UNARMED
ARMED
OFF
ON
RAM AIR TURB
PRESS
THIRD PANEL
UNLKD
ENG START
R L
VALVE
BOTH VALVE
1 2
AUTO AUTO
GND OFF GND OFF
CONT CONT
FLT FLT
FUEL
L PUMPS R PUMPS
ON ON
AFT CROSSFEED AFT
PRESS PRESS
ON VALVE ON
FWD FWD
PRESS PRESS
FUEL
CONFIG
C PUMPS
P P
LEFT R R RIGHT
ON E E ON
S S
S S
L C R
14.9 6.7 14.9
FUEL QTY
15 LBS X 1000 36.5
ANTI-ICE
WING
ON L ENG R
L ON ON
R
VALVE VALVE
VALVE VALVE

L R
OFF
LOW
HIGH
POSITION ANTI WING

COLLISION
RED WHITE
ON ON ON ON
LANDING
WING NOSE GEAR
L R
OFF OFF
ON ON
OFF
EMERGENCY
ON
UNARMED
ARMED
OFF
LIGHTS SWITCH: ON
ARMED (Close guarded switch) RAM AIR TURB
PRESS
(767-200 ONLY) UNLKD
FUEL HEAT SEL: AUTO R
VALVE
ENG START
BOTH
L
VALVE
1 2
ENGINE START PANEL:

1: BOTH ENG START SEL ... OFF AUTO AUTO
GND OFF
2: IGNITION SEL ... OTHER SIDE
GND OFF
CONT CONT
FLT FLT
(767-300 ONLY) L PUMPS

FUEL
R PUMPS
FUEL JETTISON PANEL: AFT

ON
CROSSFEED
ON
AFT
1. L/R Nozzle switches ... OFF PRESS PRESS
2. FAULT light ... OFF FWD

ON VALVE ON
FWD
3. FUEL JETTISON ... OFF

PRESS
FUEL
CONFIG
DO NOT OPEN ON GROUND ! P

C PUMPS
P
LEFT R R RIGHT
ON E E ON
S S
S S
FUEL PANEL: L C R
14.9 6.7 14.9

FUEL QUANTITY and DISTRIBUTION check
(wait until fueling is complete ... DUH!) 15
FUEL QTY
LBS X 1000 36.5
FUEL PUMP SWITCHES .. ALL OFF FUEL TEMP C TOTAL QTY
CROSSFEED CHECK WING

ANTI-ICE
1: PUSH SWITCH and L ENG R
Observe LITE ON, then OFF and L R

FLOW BAR ON
2: PUSH SWITCH again
Observe LITE ON, then OFF and RAIN REPELLENT WIPER
FLOW BAR OFF

L R
OFF
LOW
NOTE 1: If the APU is running, it is normal for the HIGH
Left Forward Fuel Pump light to be OUT (pump POSITION ANTI WING
running) without pump switch being selected. COLLISION
RED WHITE
NOTE 2: If the fueler has the "fueling door" open ON ON ON
and is transferring fuel (an option only available

with the underwing fueling door open) pump WING
LANDING
NOSE GEAR
indications may vary. L R
NOTE 3: If you should inadvertently leave the OFF

ON
OFF
ON
crossfeed switch in the OPEN position, there is the

possibility that a fuel imbalance could occur. 767v18036

MIKE RAY 2003
WINDOW HEAT
L R
OVERHEAD
SIDE FWD SIDE FWD
ON ON ON ON
INOP INOP INOP INOP
SELCAL
VHF
L C R
PA
IN
USE
INOP INOP
CABIN CALL GND

ALERT
FOURTH PANEL
PASS SIGNS
NO SMOKING SEATBELTS
AUTO AUTO
OFF ON OFF ON
CABIN ALTITUDE CONTROL
VALVE MANUAL AUTO RATE

OP
CLIMB
CL DESCEND
MIN MAX
LDG ALT AUTO INOP
126 MODE SELECT

AUTO 2
AUTO 1 MAN
CABIN
FT X FPM X
EQUIP COOLING
CABIN
ALTN ALTITUDE
SMOKE PRESS DIFF
OVHT LIMIT:
TO/LDG
.125 PSI
OFF OFF OFF

LOGO FLT DK DOOR
ON UNKLD
UNKLD
TEST
IND LTS
DIM BRT
CARGO HEAT(767only): ...ON

SIDE WINDOW HEAT
R
FWD SIDE FWD
ON ON ON ON
WINDOW HEAT SWITCHES:

INOP INOP INOP INOP
ALL FOUR LITE SWITCHES ON
HF RADIOS (ER):
IF REQUIRED:
TUNE, TEST, and get a SELCAL check SELCAL
VHF
L C R
NO SMOKING SIGN:
PA
IN
ON
INOP INOP USE
SEAT BELT SIGN:

CABIN CALL
SET
GND
ALERT
PASS SIGNS
PRESSURIZATION NO SMOKING
OFF
AUTO
ON OFF
SEATBELTS
AUTO
ON
CHECK 4 things: PANEL:

1: OUTFLOW VALVE IND ... FULL OPEN
2: AUTO RATE KNOB ......... set at INDEX
3: LANDING ALTITUDE ..... set CABIN ALTITUDE CONTROL
4: MODE SEL ..................... set other AUTO MODE OP

VALVE
CLIMB
MANUAL AUTO RATE
NOTE: If you push the throttles over the vertical the

OUTFLOW VALVE goes FULL CLOSED... (Also CL DESCEND
right RECIRC shuts off). MIN MAX
LDG ALT
AUTO INOP
126 MODE SELECT
EQUIPMENT COOLING:
AUTO 2
AUTO 1 MAN
(757): NORMAL (BLANK)

(767): AUTO
NOTE: On the 767, after engine start or during taxi CABIN
out, the VALVE light may be illuminated as an
awareness item. Be alert. To resolve the situation,
place selector to STBY
FT X FPM X
CABIN EQUIP COOLING
ALTITUDE
VALVE (this should reposition EQUIP COOLING
PRESS DIFF
REFRIG
the valves) and when AUTO
STBY OVHT CABIN
light goes out, return

LIMIT:TO &
ALTN ALTITUDE
LDG .125 PSI
SMOKE PRESS DIFF
OVHT LIMIT:
switch to AUTO. OK to
OVRD TO/LDG
SMOKE .125 PSI
NO
COOLING continue.
INDICATOR LITES CKT BKR OVHD PANEL DOME
TEST BUTTON: OFF

LOGO
OFF
FLT DK DOOR
OFF
IMPORTANT: PUSH BUTTON FOR AT LEAST 3 SECS.

On most aircraft, the button is held in with a solenoid, UNKLD
on 767-300 you will be required to hold it in. TEST

CHECK all lights (including back side panel).
IND LTS
DIM BRT
CHECK that both ADI/HSI displays the "OK" symbol.

PUSH (767-300 RELEASE) TEST button again to
terminate test.
65
767v18037
MIKE RAY 2003

PO BOX 1239, TEMECULA, CA 92562
75
INOP
75
INOP
75
INOP
OVERHEAD
FIFTH PANEL
WING
ON ON ON
OFF INOP INOP
INOP INOP
PACK PACK
OFF OFF
AUTO AUTO
OFF N OFF N
S S
T T
CB CB
Y Y
W W
BLEED AIR
DUCT
PRESS
DUCT DUCT
LEAK ISOLATION LEAK
BLEED BLEED
HI STAGE HI STAGE
VALVE
L ENG APU R ENG
V
O A O
F L F
F V F
E
OBS AUDIO ENT

OFF
VIDEO ON
76 75 74
ON
INOP INOP INOP
AIR CONDITIONING FLT DK

AUTO
FWD CAB
AUTO
AFT CAB
AUTO
1: L and R PACKS ............. AUTO

2: GASPER FAN (767-300) ... ON C W C W C W
3: TRIM AIR SWITCH ............ ON OFF OFF OFF
4: L and R RECIRC FAN ........ ON TRIM AIR

RECIRC FAN
L R
5: FLT DK & CAB temp .......AUTO ON ON ON
OFF INOP INOP
NOTE 1: On the 757 the LEFT RECIRC FAN

MUST be ON when the A/C is unpressurized in
order to cool the forward E/E compartment. INOP INOP
NOTE 2: If you are using external conditioned air on a PACK

OFF
PACK
OFF
hot day to cool the A/C at the blocks; You gotta turn on
the RECIRC FAN about 15 minutes before PAX get on AUTO AUTO
in order to clear out the hot air trapped in the lower OFF N
S
OFF N
S
T CT
fuselage. CB
Y
B
Y
W
NOTE 3: If during the cockpit set-up either one or both of the W
RECIRC FANS are "INOP," and resetting the switches does

not restore operation; suspect that either the FWD (both fans
inop) or the AFT (right recirc inop) CARGO COMP'T FIRE
BOTTLE ARMED switches on the CONSOLE have been BLEED AIR
selected. In the simulator, this is a possible carry-over from
the preceeding crews ordeal. DUCT
NOTE 4: If you push the throttles over the vertical with the
PRESS
engine shut down, the UTILITY BUS trips off and the RIGHT
RECIRC becomes unpowered. Also, this causes the ISOLATION
OUTFLOW VALVE to go FULL CLOSED.

VALVE
BLEED AIR PANEL: L ENG APU R ENG
Only three things to do O

F
F
V
A
L
V
O
F
F
E
1: ENG BLEED SWITCHES ... VERIFY OFF

2: APU BLEED SWITCH ................ ON/OFF
Allow APU to run for one minute before turning on OBS AUDIO ENT
the APU BLEED SWITCH. It is OK, however, to use the OFF
APU to power the electrical as soon as it comes on line. VIDEO ON
3: ALL ISOLATION SWITCHE(S) ... OPEN ON
NOTE: This is the switch that activates the

link between the observers audio panel and
Channel 9 of the passengers seat 767v18038
entertainment panel.
66 MIKE RAY 2003

L
et's take a moment out from the set-up to think about
and understand some things about...
FWD EQPT COOLING, OVHT, & SMOKE

the EQUIPMENT COOLING system is a VERY IMPORTANT system on The
GLASS. Since the Check People realize that this system is totally confusing and
virtually impossible for simple human pilots to understand; you can expect on both
the SIMRIDE and the ORAL to be treated to an exposure to the extremely
complicated FORWARD EQUIPMENT COOLING system, as well as SMOKE IN
THE COCKPIT and AFT/FWD CARGO COMP'T FIRE EMERGENCY
PROCEDURES! Check guys LOVE these systems.
757 system
The EICAS will tell us if we have a problem, and The 757 SMOKE system is AUTOMATIC.
However, if it screws up, pushing the light activates the ALT SUPPLY FAN switch and opens the
OEV if when the LEFT RECIRC shut OFF,
the OEV valve failed to open automatically. EQUIP COOLING
CABIN
ALTN ALTITUDE
The EICAS will show one of two msgs: SMOKE
1. EQPT OVHT msg OVHT PRESS DIFF

LIMIT:
TO/LDG
push switch to select ALTN .125 PSI
2. FWD EQPT SMOKE msg

Don't do anything but monitor EICAS
3. If Both EQPT OVHT and FWD EQPT SMOKE msgs
Don't do anything UNTIL " SMOKE" msg goes away IF OVHT LITE ON and
(These procedures are "in the book" ) you can't get it OFF
THEN ...
IF OVHT LIGHT REMAINS ON ... LAND AT LAND ASAP !
THE NEAREST SUITABLE AIRPORT
767 system
IF VALVE light is ON:
1. DO NOT TAKE-OFF! TIP: I have heard of some
2. Selecting STBY will reposition valves pilots using the gouge:
and (perhaps) the light will go out.
3. Reselect AUTO and continue. POINT SELECTOR
NOTE: Frequently given after engine AT THE LIGHT
start as an awareness item.
SERIOUS PROBLEM!
CABIN EQUIP COOLING
IF this (OVHT) light comes ON:
ALTITUDE
VALVE
STEP 1. Select STBY to reposition valves
AUTO and inhibit the light for 5 min.
PRESS DIFF
LIMIT:TO & REFRIG
STBY OVHT If it comes back on after 5 minutes;
STEP 2. Select OVRD
LDG .125 PSI
OVRD
SMOKE STEP 3. If NO COOLING LIGHT comes ON:
NO
LAND ATNEAREST SUITABLE AIRPORT
COOLING
SERIOUS PROBLEM!
IF SMOKE light is ON:
STEP 1: Select OVRD
SERIOUS PROBLEM! IF NO COOLING light comes ON
LAND AT NEAREST STEP 2: Select STBY
SUITABLE AIRPORT STEP 3: If you cannot verify that fire is out:
LAND AT NEAREST SUITABLE AIRPORT
767V18039
MIKE RAY 2003

mode
7 MCP control
panel
LEFT and RIGHT F/D Switches

ALTITUDE
OFF, then both back ON
set first restriction
or as assigned
AUTO-THROTTLE ARM SW
verify OFF
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
BANK LIMITER
AUTO or 25 degrees
AUTO-PILOT
DISENGAGE BAR
UP (arm)
HEADING SEL
runway heading
or first vector
767V18040
68 MIKE RAY 2003

MC P This is the first of two times you will set-up the

MCP. The next time will be to comply with ATC
clearance and correct runway assignment.
Left and Right FLIGHT DIRECTOR Switches

Ensure both switches are OFF; then SIMULTANEOUSLY place them ON.
Failure to do this will result in TO-TO not being annunciated on the ADI.
FYI: IF you do not RECYCLE the F/D switches, even though the TO-TO may be
annunciated, there exists the possibility that system logic may be screwed up.
AUTO-THROTTLE ARM Switch

Verify it is OFF. It will not be turned on until just prior to taking the
runway, during the "CLEARED INTO POSITION" flow.
BANK LIMITER
Select either 25 or AUTO to ensure compliance with ATC clearances after
take-off. There is the thought about using 15 in order to comply with engine
out restrictions right after takeoff. Some Checkpilots frown on this practice,
however..
At altitude, it is always a good idea to consider using lesser angles of bank
when making turns when using HEADING SELECT.
FYI: The bank limiter function only applies to HDG SEL and not LNAV.
HEADING SELECTOR
Two options here:
First, if given a heading to fly after take-off (either in clearance or on
departure page or whatever); or
Second, if no guidance is supplied, set in the runway heading from the
AIRPORT DIAGRAM (At the end of the JEP chart depicted runway will be
the magnetic heading of the runway).
ALTITUDE
You will NEVER take-off in IMC without an altitude target. Either from the
Departure page or from your clearance. It is useful, even though cleared to a
higher altitude, that if there are "do not exceed" altitudes on the departure
profile that these be placed in the MCP.
AUTO-PILOT DISENGAGE BAR

This seems stupid to say, but ...
There actually have been flights depart that have been unable to engage
the Auto-pilot; only to discover afterwards that this switch was not in the
ARM (UP) position.
767V18041
MIKE RAY 2003

8
GO TO
WINDOW
I won't be so presumptuous and
insult your intelligence by describing
how to close the window. There are a
coupla things to be said, however:
DO NOT ABORT A TAKEOFF

BECAUSE A COCKPIT WINDOW
POPS OPEN !!!!!!!
Windows can be closed even after take-off up to 250 Knots.

Here's what you MUST do. You will be very excited, but if you
forget this first step you will not get the window to close. Simply
rolling the crank forward to the stop will not do it.
STEP ONE:
Take WINDOW LOCKING LEVER in hand
Depress the release lever
Pull lever aft
STEP TWO:
Roll handle full forward with the window crank
and While holding forward pressure on crank
STEP THREE:
Push LOCKING LEVER FORWARD
INCREDIBLY, The Cockpit Sliding Window can be latched in the closed position and
actually be OPEN. The problem lies in the fact that the window may not have been rolled
completely to the forward stop before the latch was moved forward. Usually ground
personnel, unacquainted with the airplane, are the culprits; so be particularly aware when
flying outside the USA. Old Timers in the know, check the lever at the end of the exposed
track to ensure that it is as full forward as it will go before engaging the latch.
NOTE: The GOOD NEWS is this: Once the airplane starts

to pressurize, there is no way that the window can, under
normal circumstances, come open!
DISCUSSION: I have been asked about a decompression at altitude ... and as far
as I can ascertain; yeah, the window possibly could pop in during that scenario. I
am suspicious though about this being a real threat, because if the pressure is
that low, chances are that your survival is at risk due to the lack of pressure.
Also, be aware that a partially latched window can "pop in" during the approach
and/or rollout, but that would present no operational problem, even though you
would probably be surprised..
767V19042
70 MIKE RAY 2003

THE INCREDIBLY COMPLICATED

OXYGEN MASK
One of the MOST complicated procedures on the Set-up
is the Oxygen mask checkout. MIC SELECT
In brief form, here is what to do:
ON

INPH INPH
MASK/BOOM switch to MASK MASK
Push FLT INPH mic switch BOOM
Adjust FLT INPH volume PA VOR ADF ILS MKR
EXT SPEAKER volume UP L C R

VOICE
BOTH
RANGE
PTT
NAV FILTER
PUSH AND HOLD THE RESET/TEST LEVER

AND WHILE HOLDING THE LEVER IN:
Observe
YELLOW CROSS flicker.
Push and Hold EMERGENCY/TEST RESET

N
TEST
and observe: 100%
PUSH
OXYGEN
MASK
YELLOW CROSS remain visible;

and
While holding switches in;
Push PTT and listen for O2 flowing EMERGENCY
Release RESET/TEST button: PRESS

TO
Observe TEST
FLOW IND is BLANK and

O2 Flow stops
Now, put it all back together:
MASK O2 @ 100%
MASK HOLDER Doors closed
MASK/BOOM switch to BOOM
Here is the step MOST COPILOTS MISS:

Ensure Captain is not monitoring FLT INPH
WHAT PILOTS SCREW UP:

They try to Blow the other guys brains out. Check and see if you are going
to broadcast on the same channel that the unsuspecting Captain is
monitoring.
They leave MASK/BOOM switch in the MASK position after the test is
complete. Not a day goes by that I don't here some poor soul trying to
broadcast with the MIC SEL in MASK. "How do you read, Center?"
767v18043
MIKE RAY 2003

Until IRUs align further

set-up is not possible
Further set-up is not possible without the IRU's being fully aligned. So a natural
break may occur in your flow. Here is a good moment to do a little housework:
GET ATIS and set barometric pressure on altimeters.

Check clearance and set up departure on MCP.
Review LOGBOOK. The Captains signature is NO LONGER REQUIRED!
However, This does NOT imply that the Captain is no longer
responsible for reviewing and knowing what is in the book.
Get out charts and maps.
Get a cup of coffee.
A word about Charts and Maps. At a minimum, you should have three
chart venues available:
HOW DOES ONE GET TO THE RUNWAY ?:

Use the airport diagram to help answer the question. I also have the 10-
7 and whatever other special AIRPORT information there is on the
WINDOW CLIPBOARD.
WHAT DOES ONE DO AFTER TAKE-OFF ?:

I put that on the YOKE CLIPBOARD. Usu ally it is the departure page or
special take-off procedure.
NOW THAT ONE IS AIRBORNE, WHERE IS THAT FIX OR AIRWAY ?:

Applicable airways charts and route information I have folded so the
right stuff is facing up and lying in my OPEN FLIGHTBAG.
INSTR SOURCE SEL

FLT DIR
L
The N-o
C
NEW YORK
NEW YORK
FMC
Y-es
gouge
Here is a worthless gouge that
EFI
N-o
supposedly tells us whether there is a
book procedure for a failure of this
IRS
Y-es
particular switch or not ... AIR
DATA
N-o
767v18044
72 MIKE RAY 2003

AFTER IRU's ALIGNED
AIRSPEED INDICATOR
Observe NO FLAGS
INSTR SOURCE SEL

FLT DIR - L
THESE liiiiliiiiliiiili
iliiii 60 iiiliiiil
LIGHTS liii
400 MACH 80
iiii
SHOULD BE liii
l
iliiiiliiiiliiiiliiii
350 00 0 100
iii
OUT 300
iliiiili
120
(switches off) 250 KNOTS

1 140
ii
240 2 3 0 160
iiili
i
9
iili
ii
INSTR SOURCE SEL 220 180 iilii li
FLT DIR 200
l i iliiiiliiiilii
iii
L
C
FMC F132 F12.8

DIST L DIST R
lililililili
i l i 12 15 l i l
i l i 8 21 24 2i l i
ili 0 3 6 lil
9
1
lilililililil
lililililili
EFI
N N
A A
V V
l i l 7l 30 3i l i l
3
ililililil
IRS
ADF ADF
ADF INOP
AIR
DATA
RDMI NOTE
Observe Regarding INOP FLAGS in the RDMI:
NO HEADING FLAG
NO DME FLAG
The HEADING FLAG will remain in view until
NO POINTER FAIL IND the IRU's are aligned.
The BEARING FLAG will remain in view until

the first leg in the FMC has an active waypoint as
STATIC SOURCE its end. For example: if the first part of the flight
SELECTOR plan is a vector heading without a terminal point
such as the LOOP departure out of LAX.
(767-200)
767v18045
MIKE RAY 2003

ADI
ADI
RST DH REF BRT
109
Adjust
Brightness
RANGE BRT
160 320
80 HSI
40
TFC
20 VOR ILS WXR
10 MAP
DH
ON
PLAN
MAP
NAV AID ARPT RTE DATA WPT set DH to neg value
INOP ON ON ON ON to remove ALT
indication on HSI
RADIO ALTITUDE
displayed
DH 109
GS 0
-8 PITCH BAR
20 20 8 degrees
F above horizon
10 10
ATT IND
Observe level
10 10
S 20 20
F/D ROLL BAR
centered
TO TO
NOTE: If TO-TO is not annunciated,

Check Flight Director switches ON
and if ON; recycle OFF then ON
F/D TO TO
Annunciated
767v18046
74 MIKE RAY 2003

HSI
ADI
RST DH REF BRT
109
BRIGHTNESS
SET
RANGE
80
160 320
HSI
BRT
RANGE SEL
40
TFC
10 mile scale will provide best
20
10
VOR ILS WXR runway extension information
in the event of an engine failure.
MAP
ON
PLAN
MAP
NAV AID ARPT RTE DATA WPT
INOP ON ON ON ON MODE SEL

MAP
12.8 NM TRK 153 M 0743.7Z
TRK
Annunciated
150
18 0
12 0
HEADING
observe heading agrees
with STBY COMPASS
13
767v18047
MIKE RAY 2003

1
6
AUTOLAND STATUS
LAND 3 1
P/RST TEST CAUTION
NO LAND 3
2
CANCEL RECALL
INNER/ FIRE CONFIG

ALT
AIRWAYS A/P
PULL UP
DISC
0 MIDDLE
WINDSHEAR
9 1
7
CABIN
ALT OVSPD
SPEED
8 23 654 2 OUTER
BRAKES
ALT AUTO
ALT IN.HG 3 ILS ALERT PILOT GND
71013
MB
2992 OFF
PROX
A/T
6 4 B/'CRS
2
ILS FMC G/S INHIB
5 DISC
BARO
ii iii l i i liiiil
l i i 60 80ilii
400 1.22 1.24
iilii
iii
EPR
100
iiliiii
liiiil iiiili
350 IAS
iiliiiili
lii 86.4 86.6
2 ii
N1
ii 1 300 120 100.5 100.5
4 250
ili
i
140
VERTICAL
395 314
645 645
iiiliiiili
.5 KNOTS EGT
iiliiii
SPEED
iiiiliiiil
240 160
6 220200180 85 86
iilii
0
iiil
ii iiiil N2
1000 FPM
iliiiiliiiiliiiiliiiil iii 100 100
AUTO
.5
4
ili
ii ii ON
i
1 2
i i il i i i l i
ili RESERVE
8
BRAKES
ON
l i i 100 0
OIL PRESS OIL PRESS
i
9 FEET 1
i
iil
AUTO
iiiiliii
1013 1000FT
CHR
iiiiliii
3
3 1 3
iiliii
l i i 60 i l i i i
50,000
2
ii 7 2992
1 3 DISARM 4
MAX
iil
ili
i
50 11:32 10 BRAKE 6 IN.HG

4 OFF
iiiliiiili
i lii AUTO
5
i
ii liiili
iiiiliiiil
SOURCE RTO
GMT
BARO
ET/CHR
40 4:56 20
ili
RUN ii ii RUN
i
30 i i il i i i l i
ili
HLD
HLD
SS
5
RESET FS
4 9
1. AUTOLAND STATUS INDICATOR
VERIFY BLANK
NOTE: Until IRUs aligned ASA lower window will show NOAUTOLAND. After
IRUs are aligned; sometimes, the ASA msg will persist. DEPRESS the
P/RST button, this should reset the system and the indicator should go blank.
If the message persists; additional investigation WILL be required; even get
maintenance involved. Likely candidates for cause will be CENTER RAD
ALT or ILS/GS FAIL. Push EFI switch to check center system.
2. ALTIMETERS
Set current ALTIMETER SETTING from ATIS
Observe NO FLAGS
Verify STBY ALT vibrator Circuit Breaker in and working.
FYI: That circuit breaker is right near the forward center of the
corcuit breaker panel.
20-40-80 rule
Altimeter indications should be FIELD ELEV + 20 feet +/- 40 feet and
should agree with the other altimeter within +/- 80 feet.
HERE IS THE RUB: The elevation indicated on the airport diagram is from
a designated point "somewhere" on the airport (other than where we are);
so your actual altitude may be significantly different. But, on the runway
diagram, located at end of runway at the hold short point, there is an
elevation that may be used ... after taxi out.
76 MIKE RAY 2003

3. VERTICAL SPEED INDICATOR (IVSI)

Pointer at "0" and NO FLAGS
4. CLOCK
Captains clock dictates time in both FMC's and FLIGHT RECORDER.
DO NOT TOUCH SWITCH ON LOWER RIGHT CORNER until you
think about it. That switch is difficult to understand and resets the time
indication; however, If setting the time become necessary, go to the ACARS
UTC page for the correct time (MAIN MENU - PG2).
Use the LOWER LEFT SWITCH to "clear" elapsed time window now, in
preparation for the Take-off flows.
5. RESERVE BRAKE SWITCH .............................................. OFF

NOTE
BRAKE SOURCE light should be OFF. If ON, check HYDRAULIC
PANEL setup. Lower right hand switch (R ELEC HYD pump) should
be ON. If that doesn't put light out - GET MAINT involved.
6.NOSTANDBY
FLAGS
ATTITUDE INDICATOR
Level attitude indicated
ILS/BCRS switch OFF
TO CAGE: Pull FIRMLY BUT GENTLY on the caging knob.
7. STANDBY AIRSPEED INDICATOR

Pointer indicates "0"
8. STANDY ENGINE INDICATOR

AUTO/ON switch in AUTO
9. AUTOBRAKES SELECTOR ...................................................RTO

NOTE
On 757, if RTO selected before APU switched over; when
APU comes over, it will turn OFF the RTO. Also, any
electrical interruption will cause the RTO to trip OFF.
767v18049
MIKE RAY 2003

cross
10 THE BRIDGE
TAT +18c TO
push ENGINE BUTTON CARGO DOORS

RUDDER RATIO
STAB TRIM
1.8
1.4
1.34
1.0
1.8
1.4
1.34
1.0
CTR ENT DOOR
CARGO DOORS EPR
OBSERVE on both CRT's
6.5 6.5
a full up engine display
and N1
UPPER EICAS CRT 123 123
THRUST MODE ... TO

LOWER EICAS CRT EGT
TAT +18c MINIMUM

TO OIL QUANTITY:
CARGO DOORS
RUDDER RATIO
1.8 @ maint1.34station:
1.34 1.8
STAB TRIM
CTR ENT DOOR
1.4
1.0
19 QTS(both 757/767)
1.4
1.0
64 64 34 34
CARGO DOORS
@non-maint
EPR
station: OIL PRESS
6.5
17 QTS6.5
(757); 19 QTS (767) N2
26 32
654 654
N1
OIL TEMP
123 123
FF
21 19
EGT OIL QTY
0.0 0.0
VIB
L C R
HYD QTY 0.96 0.98 1.00 DISPLAY COMPUTER BRT THRUST REF SET
AUTO BOTH
APU EGT 338 RPM 99 ENGINE STATUS
EVENT MAX IND
RECORD L R L R RESET
OXY PRESS 1650
PULL
GND PROX BITE
RUD
AIL ELEV AIL

push STATUS BUTTON
On the LOWER EICAS, observe
DISPLAY COMPUTER BRT THRUST REF SET HYD QUANT .......... .75 - 1.25%
O2 PRESSURE
ENGINE STATUS RECORD L R L R RESET
PULL
757 ....................1150psi
767 (non-ER) ....1000psi
767 ER ..............1200psi
note: 160 psi may be deducted

for each empty jump-seats.
COMPUTER SELECTOR ..................... AUTO
BRIGHTNESS KNOBS ................ as desired

NOTE
Current practice is to turn the intensity of all the CRTs in the
cockpit all the way down when you shut down the bird. This
means that some day you are going to get on the airplane and
ALL THE CRTs will be BLACK. Don't panic. Try turning up the
intensity on the CRTs. Since the WX RADAR may also be turned
down to black, if you can't get it to work, this may be the culprit.
767v18050

MIKE RAY 2003
Some mysterious, but normal

EICAS ADVISORYMESSAGES
TAT +18c TO
L ENG SHUTDOWN
R ENG SHUTDOWN
RUDDER RATIO
1.8 1.34
1.0
1.8 1.34
1.0
At this point in the set-up, you are going to be
dazzled by the mysterious list of EICAS ADVISORY
1.4 1.4
STAB TRIM
CTR ENT DOOR EPR
CARGO DOORS
PITOT PROBE HEAT
PARKING BRAKE
6.5 6.5 messages. There are some of them that will make
N1
perfect sense, and others that make you wonder.
123 123 As a general statement, at this point, many of the
EGT
messages conveniently apply to items displayed on
the OVERHEAD LITE-PACK.
R ENG SHUTDOWN
RUD RATIO
There are three venues to consider: STAB TRIM
AFTER P-B-S-T-C CHECK CTR ENT DOOR
AFTER ENGINE START CARGO DOORS
DURING TAXI OUT PITOT PROBE HEAT
PARKING BRAKE
AFTER P-B-S-T-C CHECK
RUD RATIO
CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
The RUD RATIO EICAS MSG means that the RUDDER is STAB
TRIM SPOILERS AUTO
SPD BRK
MACH
SPD TRIM
being powered by ONLY ONE HYDRAULIC source. As

STABTRIM RATIO
soon as there are two or more systems powered, the light

should go out. If it stays illuminated after the P-B-S-T-C check, then you have a problem.
There are two restrictions to landing with the RUDDER RATIO FAILED. First, we CANNOT
AUTOLAND and second, the maximum allowable crosswind is 15 KTS. Obviously, we
would NOT TAKEOFF without checking with maintenance (SAM) in this situation.
AFTER ENGINE START

PITOT PROBE HEAT
CAPT
The PITOT PROBES are heated electrically and are

FO L AOA R AOA
PITOT PITOT
L AUX R AUX
PITOT TAT
powered AFTER ENGINE start. If this MSG persists after

PITOT
STAB AUTO MACH
engine start, then you have a problem. Also, the

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
OVERHEAD LITE-PACK should be dark at this point.
DURING TAXI OUT

Someday, just before take-off, you are
STAB TRIM going to see one of these messages as
YAW DAMPER you are cleared for take-off. In the case of
the STAB TRIM, it simply means that
sometime during the period that the airplane was powered by ONE hydraulic system
(on 757 before P-B-S-T-C) the trim was actuated. To get this EICAS message out,
simply use the YOKE TRIM SWITCH and move the trim a little bit, resetting the light.
The YAW DAMPER message means that when the IRSs came on, for some reason,
the YAW DAMPERS did not reset themselves. The simple solution is to reset the
overhead YAW DAMPER switches manually. If that doesnt work, it may be necessary
to reset circuit breaker A-18 (first row on overhead, near middle of panel). Then try to
reset again.
767v18051
MIKE RAY 2003

5
000
F
R
E
Q 108.05 C
R
S
VOR/DME
1 N5528UA
HDG REF
NORM D
O G
O E
R A
FIRE NOSE
TRUE LAND 3 1
P/RST TEST
2
TO
CLB 1 2
GA
TEMP SEL
i iiiliiiiliiiiliiiiliiiil
iiiil
CON CRZ
60
400 MACH 80
iiiil
iiiil
iiiil i
iiiliiiiliiiiliiiil
RETRACT
UP 270K 350 65 3 100
iiiliiiiliii
300 120
250 KNOTS 140

iliiiili
1
240 2 3 0 160
iliii
9
ili
i iii
LEADING
EDGE
TRAILING
EDGE
220
200l i i liiiiliiiiliiiilii
180
OFF
EXTEND OR
5 EXTENDED
1 15 270K - .82M
F132 F12.8
LOCK
GND OVRD
PROX DIST L DIST R
lililililili
FLAP OVRD
2
UP 20 i l i 12 15 l i l
i l i 8 21 24 2i l i
ili 0 3 6 lil
9
1
lilili ililil
lililil ilili
FLAPS 25
DN
l
30 N N
A A
V V
3
ililililil
ALTN GEAR ADF ADF
EXTEND
270K - .82M
5 ADF INOP
1 15
UP 20
NORM 25
30
ALTN ALTN
OVRD OVRD
3 4
767v18052

MIKE RAY 2003
MIKE RAY 2003

STEP 11
THROTTLE CONSOLE
part 0ne
1
SP AKE
BR
EE
D
ADI ADI
FLAP
109 109
2
DOWN
APL NOSE DOWN
APL NOSE DOWN
RANGE BRT RANGE BRT

ARMED 160 320
160 320
80 HSI 80 HSI
40 40

10 MAP 10 MAP
ON ON
PLAN PLAN
MAP MAP
S T
T R
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE
APL
APL 0
0 NOSE
P NOSE
FUEL CONTROL DN
DN 2
A 2 L R
R
K 4 RUN 4
S
S
T
T 6
B 6 A
A
B
R B
8
A 8 T
T
K R NORM CUT OFF
R 10
10 I
E I
M
M 12
12
APL 14
APL 14
NOSE
C R
STAB TRIM
5 3
4

MIKE RAY 2003
1: SPEEDBRAKE LEVER
FULL FORWARD (DOWN)
2: CLOSED
THROTTLES and REVERSE LEVERS
and DOWN
3: OFF
FUEL CONTROL SWITCHES
(DOWN and AFT)
4: STABILIZER TRIM CUTOUT SWITCHES

GUARDED (NORMAL)
5: SET
PARKING BRAKE
It is EXTREMELY IMPORTANT that the proper procedure is followed. If
you screw up, SERIOUS stuff could happen to you; like an extra PC. The
brakes could appear to be set when ACTUALLY they are NOT. So; Here is
the procedure.
STEP 1: Pull BRAKE LEVER straight up (do not twist), and depress top of
rudder pedals with LOTSA pressure until detent engages (you can feel it).
STEP 2: Release pedal pressure and verify that the airplane isn't rolling (look
out window).
STEP 3: Push down on top of the Handle to make certain that the handle is
engaged. It is considered good form to "RAP" on the handle a coupla times.
STEP 4: Verify handle remains extended and light under handle (PARK
BRAKE), EICAS MSG "parking brake," and HYD press gauge normal.
STEP 5: Look outside airplane and verify that there is no movement or Ground
personnel trying to get your attention. BE ALERT !
WARNING
The PARK BRAKE LIGHT on the pedestal and the EICAS
message indicate ONLY that
1. the PARK BRAKE HANDLE is not stowed and that
2. the ANTISKID RETURN LINE VALVE is closed.
IT DOES NOT MEAN THAT THE BRAKES ARE SET !!!

YIPE !!!
MIKE RAY 2003

STEP 11
THROTTLE CONSOLE
part two
1 MID
PRECIP
LEVEL
NORM
MAX
GND RTN
TEST
WX RADAR
0
5
5
10 15
UP
DOWN
L ENG
OVHT
DISCH
L
ENG BTL
1 DISCH
ENG BTL
1 DISCH
DISCH
R
I
R ENG
OVHT ARMED
FWD
1-BTL DISCH-2
ARMED
AFT
C
A
R
G
O
APU BTL
1 DISCH
E
15
PRECIP DOPPLER
APU
10
F
OFF ON ONLY ONLY F G I
R
DISCH
BOTH
T H DISCH
E
T DISCH
124.90 120.95
7
V C
H O
M MAIN MENU 1/2 124.90 120.95
F
FREQ SEL M
D PREFLIGHT DISPATCH V C
O
A H
F M
T 0001 TIMES ENROUTE FREQ SEL M
A UA COMM WX RQST
MIC SELECT L MSGS RCVD IN REPORT
I
ON
N DELAY/DVRT MRM REPORT
2
MIC SELECT
VHF-L VHF-R PA FLT SERV K
INPH INPH
MASK RETURN ON
MODE DIM 6 FLT
BOOM VHF-L VHF-R PA SERV
INPH INPH
MASK
PA VOR ADF ILS MKR
PTT BOOM
L C R BOTH
VOICE RANGE
ABOVE ABS ABOVE ABS PA VOR ADF ILS MKR
PTT
N N C
5273 L R
VOICE
BOTH
RANGE
4
NAV FILTER BELOW REL BELOW REL
XPDR
STBY TA FAIL L R
TFR
TEST TA/RA
1102.5 850.0 NAV FILTER
IDENT
A TONE
D OFF ON TCAS/ATC
F SLEW RESET TEST MSG PAPER FAIL
ADF ANT F
6
F
R C
E 109.90 249 R
Q
3
S
TEST
DATA PRINTER
ILS
FULL
RUDDER TRIM
liiiiliiiiliiiiliiiiliiiiliiiil EMPTY
NOSE LEFT UNITS NOSE RIGHT
PAPER
FIRE/OVHT TEST
SYS FAIL
AILERON NOSE NOSE
WHL ENG/APU LEFT RIGHT
WELL CARGO
R
U
LEFT RIGHT D
FAIL WING
D
P-RESET WING E
R
DOWN
5
DOWN
NOTE: If the SYS FAIL light is ON, it indicates that there is a

failure of BOTH of the two parallel FIRE DETECTION circuits.
Pushing the light will reconfigure the detection circuit to operate
on any remaining circuit when available and puts out the light.
THIS IS NOT GOOD. If airborne, pushing this light could keep
you going, but on the ground during the pre-flight, CONTACT
MAINTENANCE. GET IT FIXED !
ADJUST SEAT and PEDALS 8

This is the end of the CAPTAIN' COCKPIT SET-UP
767v18056

MIKE RAY 2003
1: RADAR
TEST. Procedure is outlined elsewhere, somewhere imbedded in the
FLIGHT MANUAL additional procedures.
NOTE 1: It is possible that the intensity of the RADAR may be set all the way
down so that it appears as if the radar is not working, be alert.
NOTE 2: DO NOT try to test the radar in the NORM position. Signal
BOUNCEBACK from the terminal wall could burn out the set; let alone fry the
pushback guy's posterity.
2: COMM RADIO
Normally we put the DEPARTURE CONTROL FREQ in the right window of the
comm 1 set, and the GROUND CONTROL in the left window of the Left comm 1.
Captains FLT INPH toggle should be up and FLT INPH selected for broadcast.
3: WHEEL WELL FIRE DETECTION SYSTEM

PUSH/HOLD and OBSERVE:
5 THINGS 5 RED THINGS
The FIRE BELL SOUNDS
Both MASTER WARN LITES One of the red things is
discrete FIRE LIGHT the red EICAS msg
WHL WELL FIRE lite
WHEEL WELL FIRE (EICAS msg)
4: ENGINE, APU, CARGO FIRE/OVERHEAT

PUSH/HOLD and OBSERVE:
OK, I have to admit that there is a lot of stuff to check. Let's divide it up:
EICAS: 5 RED and 2 AMBER ; lotsa status msg on lower STATUS CRT
BELLS: 1
HANDLES: 3 15 RED THINGS
ENG OVRHT: 2 4 YELLOW THINGS
FUEL CONTROL SWITCHES: 2
MASTER WARN: 2
DISCRETE: 1
CARGO FIRE LIGHTS: 2 (both FWD and AFT)
5: AILERON and RUDDER TRIM

ZERO
Note: On 767 PITCH TRIM cannot be set until HYD PUMPS ON
6: TCAS/TRANSPONDER
TEST
Note: IRUs must be aligned.
Piece of cake test: you select TEST and pretty soon a voice says, "TCAS SYSTEM
TEST OK." There are four little boxes that appear on the HSI and some other stuff
See the book.
7: ACARS F/O should be aware that MOST CAPTAINS EXPECT F/Os to

take care of ACARS duties. It makes more sense in the flow of
things, so do not be reluctant to initialize the ACARS so that you can get things
rolling.
85
767v18057
MIKE RAY 2003

767ver18002
86 MIKE RAY 2003

FLIGHTDECK PREPARATION
FIRST OFFICER
FLOW
767v18059
MIKE RAY 2003

88 MIKE RAY 2003

A 1
fter the F/O returns to the cockpit from the
EXTERIOR INSPECTION (Walk around)
EXTERIOR LIGHTS ...................................... As required
Take a moment at this point to hang your coat, stash your bags, prepare
headset, and generally make a nest.
SLIDING WINDOW ............ CLOSED and LOCKED

2
STEP ONE:
Take WINDOW LOCKING LEVER in hand
Depress the release lever
Pull lever aft
STEP TWO:
Roll handle full forward with the window crank
AND While holding forward pressure on crank
STEP THREE:
Push LOCKING LEVER FORWARD
NOTE 1: IT IS POSSIBLE TO LATCH THE WINDOW

AND IT STILL BE UN-LOCKED YIPE!
NOTE 2: If the window does pop in on T/O:
DO NOT MAKE A HIGH SPEED ABORT

FOR A POPPED IN WNDOW !!!
STATIC SOURCE SEL (767-200) ... normal
3 O2 MASK .................. Check same as CAPTAINS
INSTR SOURCE SEL..................................NORMAL

4 FLT DIR is in "R"
5 ALTIMETER....................... Check same as CAPTAINS
6 IVSI..................................Pointer "0" and NO FLAGS
7 CLOCK........................... Check same as CAPTAINS
NOTE: IRU/IRSs MUST BE ALIGNED to continue

767v18061
MIKE RAY 2003

RST
ADI
DH REF BRT
8 ADI
109
Adjust
Brightness
RANGE BRT
160 320
80 HSI
40 TFC
20 VOR ILS WXR
10 MAP
ON
PLAN
DH
MAP
INOP ON ON ON ON set DH to neg value

to remove
RADIO ALTITUDE
displayed
DH 109
GS 0 -8 PITCH BAR
20 20 8 degrees
F above horizon
10 10
ATT IND
Observe level
10 10
S 20 20
F/D ROLL BAR
centered
TO TO
F/D TO TO
Annunciated
767v18062
90 MIKE RAY 2003

9 HSI
ADI
RST DH REF BRT
109 BRIGHTNESS
SET
RANGE
160 320
BRT RANGE SEL
40
80 HSI
10 mile scale will provide best
runway extension information
TFC
20 VOR ILS WXR
10 MAP
ON
in the event of an engine failure
PLAN
MAP
INOP ON ON ON ON
MODE SEL
MAP
12.8 NM TRK 153 M 0743.7Z
TRK
Annunciated 150
180
1 20
HEADING
observe heading agrees
with STBY COMPASS
13
767v18063
MIKE RAY 2003

F/O PANEL
HDG REF
N5528UA
NORM D
O G
O E
R A
FIRE NOSE
TRUE LAND 3 1
P/RST TEST
2
TO
CLB 1 2
GA
TEMP SEL
iiiiliiiiliiiilii
iiiiliiiil iiliii
liiiil
10
CON CRZ
iiii il i
60
l
80
iiii
iii
400 MACH
iiiil
lii
liiiil
iili
RETRACT
350 653 100
liiiiliiiiliiiiliiiiliiii
iiiliiiil
270K
300 120
ii
250 KNOTS 140
liiiiliiii
1
240 2 3 0 160
9
LEADING TRAILING 220 180
EDGE EDGE 200
UP
OFF
EXTEND OR
5 EXTENDED
1 15 270K - .82M
LOCK
GND OVRD
PROX
D132 F12.8
FLAP OVRD DIST L DIST R
UP 20
lilililililil
FLAPS
i l i 9 12 15 i l i
25
i l i3 0 3 6 i l
l i l1i 8 21 24i l i
DN
lilililililil
lililililil
30
N N
A A
V V
l i l 27 30 l i l
3
ALTN GEAR ililil lilili

EXTEND
270K - .82M
5 ADF ADF
1 15
ADF INOP
UP 20
NORM 25
30
ALTN ALTN
OVRD OVRD
11
10 AIRSPEED IND Observe NO FLAGS
11 RDMI ................ Observe

NO HEADING FLAG
NO DME FLAG
NO POINTER FAIL IND
NOTE: Heading Flag will remain visible until the IRUs are aligned.
The Bearing Flag will remain in view until FMC has an active waypoint. This
means that if the initial leg on the CDU is a vector, then the flag will stay in
view. This would happen during a departure such as the LOOP
DEPARTURE out of LAX. This is called a CONDITIONAL WAYPOINT and
you would see a 0 in the upper left hand corner of the HSI MAP display.
767v18064

MIKE RAY 2003
15
12
12: VOT check (if appropriate)
13 Limits: within 2.5 degrees of VOT Radial
or
within 4 degrees of the other guys radio
when tuned to the same VOR
13 COMM RADIO
set up for ATIS and COMPANY (USE COMM 2)
and GROUND CONTROL (Left head COMM 1)
and DEPARTURE (Right head COMM 1))
124.90 120.95
V C
H O
F M
FREQ SEL M
14 GET ATIS ............................. Write down.

Post in place where both pilots can observe and review.
Some pilots write it on the "EPR-ATOG" message and place
between the throttles and the EICAS.
It is extremely critical that

NOTHING BE PLACED ON TOP OF THE
FLAP-SPEED FLIP CHART !
15 TAKEOFF DATA CARD .......... COMPUTE

This is fairly complex. Work together with the Captain to
arrive at the desired V speeds. Some of the questions
would be Flaps selection, Clutter considerations, reduced
EPR, Optional V1-V, corrections for altitude, etc.
16 SEAT and RUDDER PEDALS adjustment

This is the end of the F/O Cockpit Set-up.
MIKE RAY 2003

FMS
VERIFICATION
-FIRST OFFICER
T he Flight Handbook sez:
Normally the First Officer will verify what the Captain puts in the box,
but if the Captain has told the First Officer to put the information in the
computer, then the Captain will verify what the First Officer has done.
HERE IS WHAT THEY MEANT TO SAY:
You CANNOT enter the stuff together, each guy has to do his job
independently. Sometimes, where a bunch of data is needed, it seems
more logical and time sensitive, for one pilot to read off the data and the
other guy to put it in. This is what they DO NOT want to happen. The
intent here is for the data to be INDEPENDENTLY entered and verified.
3 PAGES TO CHECK
There are three CDU pages to check:
1. IDENT page and verify:

ACTIVE NAV DATA BASE (2L) IMPORTANT STUFF
First 3 letters of Nav Data Base
2. POS INIT page 1/2 and verify: UA1 ..... 767-200 domestic airplanes
REF AIRPORT (2L) UA2 ..... 757-200 domestic airplanes
GATE (3L) UA4 ..... 757 over-water
GMT (5L) UA4 ..... ER airplanes
3. POS REF page 2/2 (on PIP, 2/2 and 2/3) and verify:
All four positions agree
FMC matches L,C,R IRUs
767v18065a
94 MIKE RAY 2003

These, then, are ...
EF AMOU
TH S
FINAL
COCKPIT
PREPARATION
FLOWS
fter you have completed the "CAPTAIN
(and the lowly FIRST OFFICER)
COCKPIT SET-UP." What happens next
is the string of events that constitute the FINAL
COCKPIT PREPARATION.
MIKE RAY 2003

FINAL
COCKPIT
PREPARATION
T he Flight Handbook treats this section as if there is nothing else going on. The
reality of flying is simply this, there is always something else going on ...
demanding your attention.
It is my opinion that this phase of flight preparation, while probably the most
important, is going to be interrupted continually and subject to frequent changes and
alterations. Here is where a GOOD CAPTAIN is essential to creating a great trip.
The flip is that this is the area where the potential exists for beginning a string of red
flags that could ultimately lead to a negative experience or disaster. Crew-members
have to be aware constantly of what has been done, what is to be done, and what
has to be re-done. There is no room for getting rushed and neglecting to complete or
verify any item on the checklist.
Regarding 'ON TIME" departures. The company is enamored with the concept of
releasing the brakes with the door closed "on time." I think we all realize that this has
very little to do with running a safe airline operation. It is my contention, that until we
are READY, there should be no consideration of releasing the brakes and beginning
the next phase of the flight operation.
SAFETY
IS
EVERYTHING !!!
While we must try to operate and co-operate with
the whole airline team, there may come a time
when you must set the parking brake and sort
things out BEFORE committing to flight.
767v18066
96 MIKE RAY 2003

TH E F OGGY AREA
T his is a BIG area of confusion to the NEW GLASS GUY. Who does what?
My attitude is this. A lot of stuff is happening right now, and it is better to
have both pilots doing what needs to get done without regard to who does what.
We should act as if we are
ONE PILOT WITH TWO BRAINS AND FOUR ARMS !
Here are some of the items NOT mentioned in the Flight Handbook, but that
have to be completed in the narrow window of time available. These things may
be difficult to complete in the time you have available, so here is a good rule:
NEVER PUSH BACK UNTIL YOU ARE READY

Here is a list of just some of the stuff you might encounter.
ATIS:
FUEL SHEET:
LOGBOOK:
COMPANY or FAA CHECK GUY:
ARMED PASSENGER:
OMC BRIEF:
MAINTENANCE ITEM:
FLIGHT ATTENDANT BRIEF:
HAZARDOUS MATERIAL MANIFEST:
ACARS
ETC, ETC, ETC..... ad nauseum.
767v18068
MIKE RAY 2003

ATIS
First Officers "generally" get that from the appropriate radio frequency tuned on
the #2 radio. The frequencies can be found on the approach plates and 10-7
PLATE. But Captains, ... go ahead and get the ATIS, if appropriate.
FUEL SHEET
Pretty much explained to death in FOM. But here is a little rule of thumb to help you
quickly determine if the fueler put on what he said he did so He doesn't have to stand
there looking (and smelling) like he wishes he was somewhere else.
FIRST: determine if you and the fueler are talking about the same airplane (Confirm
FLT#/AC#) and the same fuel load (Confirm "CLEARED FUEL")
Step 1: Take the figure (in pounds) "TO BE ADDED"

Step 2: Divide by 2
Step 3: add that back to the "TO BE ADDED" amount.
Step 4: Take that sum and compare it with
the "TTL FROM TRUCKS" (in gallons) amount.
Note: the decimal point will be wrong but the amounts should be close.
HEY...It's just a quick rule of thumb. It is then considered SOP for the FIRST
OFFICER to calculate the exact numbers using the FOM procedures and his $800
hand held Hewlett-Packard Computer.
LOGBOOK
You should check FIVE things:
1. IS IT THE RIGHT BOOK FOR THIS AIRPLANE (CHECK #) !!!!!!!
5
2. Is the CAT III status current ( date of last approach within 30 days)?
3. Is MRD current: Time at top should be within 24 hours.
NOTE: If a NEW MRD is being sent via ACARS ...

BRAKE MAY BE RELEASED and
PUSH-BACK ACCOMPLISHED, BUT
DO NOT INITIATE TAXI UNTIL
NEW MRD RECEIVED.
4. Are maintenance coupons removed or signed off with SAMC
5. Does inbound fuel remaining (ACARS 0001 times, PG2)

check with Fuelers sheet?
98 MIKE RAY 2003

MIKE RAY 2003

100 MIKE RAY 2003

Here is a sample that you can take to your local copy store and have them make
you a batch glued together like a pad.
FLT
FLT/DATE TIME
DESTINATION:
CAPTAIN:
F/O:
ENTRY CODE:
WX at DEST:
SPECIAL STUFF:
ATC/TOWER on CHAN 9?
UNIVERSITY of TEMECULA PRESS PO BOX 1239 TEMECULA, CA 92590 MIKE RAY 1994
767v18075
MIKE RAY 2003

HAZARDOUS MATERIAL
Some guy pokes his hand in the cockpit and gives you a "HAZARDOUS MATERIALS
REPORT." Your responsibilities are simple:
1. Look at what it is and if you are alarmed or concerned,
get on the radio;
2. Look at where it is going, and if downline from your destination,
make certain that it is on the yoke when you leave
the airplane so the next Captain can have a look at it.
It is not required that you sign anything or do anything.
HOWEVER
Next time you have a spare moment while you are out aviating, take the logbook and turn to
that little red book in the back. In there are some interesting things which will apply to your
next checkride.
ICAO publication DOC 9481-AN/928 "Emergency Response

Guidance for Aircraft Incidents involving Dangerous Goods"
(That red booklet stuck in the back of the Logbook)
IT SEZ:
FIRST: If you have a cargo compartment fire, the Fire personnel are trained
to ask for the Hazardous Materials Report BEFORE they open the compartment and
fight the fire.
SECOND: The Firefighters expect you to evacuate the aircraft BEFORE they
open the Compartment.
NOTE: Even though all indications of fire may be negative and the fire may actually be
out, they are concerned that the sudden influx of fresh air may ignite residual
combustible material and cause the airplane to blow up.
So, (and these are my interpretations) Keep these things in mind during your checkride:
1. Have hazardous materials report in hand when you evacuate.

2. Park airplane at a "remote safe location," NOT AT THE GATE!
3. Always Evacuate the airplane even though the fire seems out.
4. Anticipate fire/explosion after compartment is opened;
i.e. get everybody away from the airplane .
Note: This stuff applies to the AFT/FWD CARGO COMP'T FIRE scenario, so it is a
good idea to pre-think what you are going to do after you land out of that "emergency."
One haunting consideration is whether or not you are going to leave the APU
running. On this airplane (which INCREDIBLY "requires" the APU to be running in
order to open the cargo doors), access to the compartments is ONLY possible if
the APU is left running. I think it is a definite consideration if you are diverting to
some remote strip in a third world country in the middle of some rainy night.
Supposedly, Firefighters are all knowledgeable to the fact that something called a
SPEEDWRENCH is required to open the doors if the APU is shut down. NOT!
767v18076
102 MIKE RAY 2003

Let's agree to group the Flight Handbook flows into clusters ...
and add some stuff so that they make sense:
GET CLEARANCE:
FMC/FMS "GLASS STUFF" :
CDU:
INSTRUMENT PANEL SETUP:
ABOUT 10 MINUTES BEFORE PUSHBACK

"WELCOME ABOARD" PA:
CALL RAMP to VERIFY ON-TIME:
CHECK RELEASE on ACARS:
ABOUT 5 MINUTES BEFORE PUSHBACK

APU START:
TAKE-OFF BRIEF:
JUST BEFORE PUSHBACK

P: (pumps) HYDRAULIC PUMPS:
B: (boost pumps) ELEC. FUEL BOOST PUMPS:

S: (sign) SEAT BELT SIGN:
T: (trim) STAB TRIM:
C: (checklist) BEFORE START CHECKLIST:
Let's look at each of these items in isolation and get

a better idea of what we are doing.
767v18077
MIKE RAY 2003

C,F/O ATC CLEARANCE

Obtain the clearance either through the voice, or
PDC (Pre-Departure Clearance) on the ACARS.
Attempts to obtain the clearance prior to 20 minutes before your "P" (push-back)
time will probably be unsuccessful. In general, ATC is reluctant, particularly at large
stations or during busy times, to grant a clearance until this 20 minute window is
reached.
It is expected that the First Officer will obtain he clearance and make the read-back.
It is expected that the Captain will monitor the transmissions and verify the read-
back. However, if the Captain is not available, there is no SOP or requirement that
prohibits the First Officer from initiating and obtaining the clearance on her/his own.
(CAPTAIN)-ENTER
RUNWAY, SID, TRANSITION
KSFO DEPARTURES 1/1

RTE 1
RUNWAYS
- CUIT1
SIDS
01 L -
ONLY install the DEPARTURE (SID) - DUMB3 01 R -
part of the clearance at this time. There - EUGEN4 10 L -
is a specific reason not to install the ARR - GAPP9 10 R -
until you get to cruise altitude.
- PORTE7 19 L -
PUSH "DEP/ARR" key. There is - < INDEX ROUTE > -
nothing tricky here, just select a
RUNWAY and a SID/TRANS (if
applicable). If there is no SID for that
INIT RTE DES
CLB CRZ
REF
departure, the magenta line on the HSI DIR

INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
will begin with the first fix on your FIX
clearance. D
S
PREV NEXT
A B C D E
M
PAGE PAGE S
P
Y F G H I J G
PUSH "LEGS" Key and "close up" the 1 2 3

K L M N O
discontinuity on the list of waypoints. F O
A 4 5 6 F
I P Q R S T S
T
L
7 8 9
U V W X Y
. 0 +/-
Z DEL CLR
767v18069a
104 MIKE RAY 2003

F/O CHECK
FMS FLIGHT PLAN
VERIFY THE ROUTE:
On the RTE (ROUTE) page, look and see if the route entered by the Captain is the
same as that on the DRM/FPF, PDC, ATC Clearance, etc.
VERIFY RUNWAY, SID, TRANSITION:

On DEP (DEPARTURES) page, look and see if the RUNWAY and SID/TRANS are
correct and agree with the ATC Clearance.
THE
"INSUFFICIENT FUEL MSG"
At this point in the flight planning, everytime you go to make an entry in the
scratchpad, that frappin' msg will appear, blocking out the CDU. How to get rid of
it? There are five possibilities:
1.If the fueler is still putting on fuel, perhaps you "REALLY" don't have enough
gas. Check the PERF PAGE for the fuel load.
2. On the PERF PAGE check and see if you have selected TOO MUCH RESERVE
FUEL. To do that, select the PROG page and see what the remaining fuel is projected
to be. That number must be greater than the number that is in the RESERVE. The
machine subtracts your RESERVE from the FUEL REMAINING on the PROG PAGE,
and if you do not have enough fuel left, it gives an INSUFFICIENT FUEL MSG..
3. Another good place to look is the RTE page. If you put an ORIGIN and DEST in the
ROUTE page (as you would with a NO FMCS flight plan), sometimes for some
unknown and mysterious reason, the MAGIC BOX will change the DEST "ALL BY
ITSELF" to the same station as the ORIGIN. This tells the machine that it is going to
have to go to the destination and then turn around and go back to the origin. It
naturally says, "Hey, we ain't got enough gas."
4. Check CRZ page. Sometimes (and I haven't figured out why this is so)the magic
will change your selected cruise altitude to some lower figure, and predicated o n that
figure it calculates that you do not have enough fuel to make it.
5. Sometimes on long flight (Say LAX to BOS) that is planned with an unusually
strong tailwind, the CDU will probably show insufficient fuel.
6. There probably are other "secret" reasons for that stupid message, but I haven't
encountered them all yet. 767v18069b
MIKE RAY 2003

F/O INSTALL
FMS PERF INIT
To access the PERF INIT page: This page is pretty straight forward, just fill in
the boxes. Type the information into the
1. INIT REF button "SCRATCH PAD" and then push the little
2. LS "PERF" (3L) button next to the line of boxes you want that
entry to go into.
PERF INIT 1/1

GROSS WT. Don't put anything in here, the
CRZ ALT
machine will fill that in for you.
-
GROSS WT
.
CRZ WIND
-
ZFW: Get that from the EPR/ATOG message -
FUEL
24.7 CALC --- / --- -
-
ISA DEV
-
ZFW
or from the FLIGHT PLAN. This figure will be . C ---
-
T / C OAT
just for planning purposes and the final ZFW
-
RESERVES
.
TRANS ALT
C ---
will be placed in "THE BOX" during taxi-out by
the F/O. -
COST INDEX
18000 -
- < INDEX TAKEOFF > -
RESERVES: I've heard every scheme in the
book ... the bottom line here is to make
certain that this number is small enough to INIT
REF
RTE CLB CRZ DES
keep that FRAPPIN' "INSUFFICIENT FUEL" DIR

INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
msg off. FIX
Technically, especially on International flight D

PREV NEXT
A B C D E
M
plans, you are supposed to put in ALT plus
S
PAGE PAGE S
P
Y F G H I J G
FAR RESERVES plus the 10% FIGURE. 1 2 3

K L M N O
F O
A 4 5 6 F
I P Q R S T S
T
L
7 8 9
U V W X Y
COST INDEX: . 0 +/-
757: 60 (180 if priority flight) Z DEL CLR
767-200: 90
767-300: 40
CRZ ALT: Get that off the Flight Plan or the release. Use the "INITIAL" cruise altitude if
you have a step climb flight plan (most flight planning).
CRZ WIND: Look at the wind matrix or the flight plan and make a WAG. It doesn't matter
whether you are accurate or not, the "REAL WINDS" will be put in later. SATCOM uses a
different set-up technique, but that will not be used in The Sim and you can expect to be
exposed to that stuff during additional training and IOE.
ISA DEV and T/C OAT: NITNOID stuff and technical fly-speck. For new guys, skip these
and press on. Later, when you know which end is up, you can put it in.
CAPTAIN CHECK FMS

PERF INIT
767v18069b

MIKE RAY 2003
CAPTAIN and F/O

PROGRAM VNAV
IDENT 1/1
IF PF WANTS IT: Pre-program the -

CRZ ALT
3000
AT ABCDE
3200 -
CLB (CLIMB) page for: - 226
SPD ERR AT ABCDE
210 LO 3 LONG -
CLEAN MANEUVERING SPEED to -
SPD TRANS
250/10000 -
-
MAX ANGLE
-
SPD RESTR
---/----- 212
3000 AFE.
- ENG OUT> -
- POS INIT > -
INIT RTE DES

CLB CRZ
REF
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
IF PF WANTS IT: Pre-

program the CRZ (CRUISE) ACT ECON CRZ 1/1 M
page for: PLANNED CRUISE S
MACH -
CRZ ALT
FL 190
OPT
FL 265
STEP TO
FL 210 - G
from the DRM/FPF. - .734

ECON SPD STEP POINT
1145Z/ 26NM -
-
ACTUAL WIND
-
O
SAVINGS
1.2% W / STEP 134 / 28 F
S
- -
T
FUEL AT ABCD
23.6 W / STEP
- ENG OUT> -
- LRC > -
INIT RTE DES

CLB CRZ
REF
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
FIX
D
PREV
A B C D E
NEXT M
S
PAGE PAGE S
P
Y F G H I J G
1 2 3
K L M N O
F O
A 4 5 6 F
I P Q R S T S
T
L
7 8 9
U V W X Y
. 0 +/-
Z DEL CLR
CAPTAIN and F/O CHECK

TAKEOFF DATA REVIEW AND SET
Captain and First Officer review the PLANNED WEIGHT MANIFEST.
After concurrence on the ATOG and the TOGW, the Captain will confirm that the V
SPEEDS and the TEMPERATURE confirm the First Officers computations.
767v18069b
MIKE RAY 2003

CAPTAIN and F/O

Clean
757
214
204.0 757 Maneuvering/REF
0 214
SET V2 and BUGS
1 176
1 to 0
194
1
V spd adj/V min/Trim
5 to 1
158
5 167 CAPTAIN AND FIRST OFFICER
20/15
to 5 149 15 161 DETERMINE APPROPRIATE V2 SPEED
V2 150 142 135 20 145
Vr 145 138 130
V1
Flap
142
5
135
15
127
20
25 136 The First Officer "normally" computes the speeds
and then the Captain verifies. I think that the
757 204.0 757 30 134
whole thing is bogus if the Captain doesn't give
some guidelines BEFORE the calculation is made.
2 CAPTAIN SETS
A/P ENGAGE
L C R
1 5 0 L NAV 2 1 8 3 5 0 9 0 B CRS CMD CMD CMD
V2 SPEED ON
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
MCP
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
CAPTAIN AND FIRST OFFICER
3
OBSERVE "SALMON" BUG MOVES
i l i i liiiiliiiili
TO SELECTED V2 SPEED.
i 60
lii 80
i
400 MACH
iilii
iii
iiliiii
liiiil iiiili
350 653 100

300 120 NOTE: Suggested external bug settings are:

250 KNOTS
1
140 -V1
iiliiii
240 2 3 0 160 -VR

iilii
9
iiil
220 180 ii iiiil

200 iii -CMS or FLAP SPEED or V2+15.
The concept here is to
1. Confirm and decide on an appropriate V2 speed.
This may take into account adjustments for:
a. Equipment on MEL. Those adjustments should be
included in the flight papers and are forwarded from SAM (Maintenance). Even though
you have the charts and information available for you to do the computations, I would
NEVER attempt a take-off predicated on my own evaluation of a maintenance failure
(such as single brake failure) and subsequent adjustment in takeoff speeds. It is my
opinion that those flowcharts and calculation exercises are there for your information and
for use during the oral and simulator check-ride.
b. Weather and runway conditions. This would include wind-shear
adjustments or slippery runway calculations.
c. Intuition and experience. For example: I think it just makes good sense
consider using 20 degrees FLAP coming out of Maui on a dark, gusty night; even though
you may be legal at 15 degrees.
d. If I hear some pirep that a landing airplane is reporting a wind gain on the
approach, I just may want to add some airspeed to account for the loss when I climb
through the shear.
e. Anything else you can think of!
Just a judgement call, but here is where you talk about all that stuff. If you have to, call
the dispatcher and get some input. Be conservative in your assessment. In the
simulator, gas is free ... on the line, fuel is your LAST consideration!
SAFETY IS YOUR PRIMARY CRITERIA !
108
767v18069f
MIKE RAY 2003

CAPTAIN and F/O

TUNE RADIOS and TRANSPONDER
A/P ENGAGE
L C R
L NAV 2 1 8 3 5 0 9 0
F/D 1 5 0 B CRS CMD CMD CMD F/D
F ON ON F
108.05 065 108.05 065

R C R C
E R OFF E R
Q S SEL 5 25 Q S
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
VOR/DME VOR/DME
VHF RADIOS ... SET and CHECK
1. Select VOR mode on HSI panel.

2. Manually tune the VOR frequency.
A 3. Set VOR course as departure dictates

4. Re-select HSI to MAP mode
SP AKE
BR
EE
D
ADI ADI
D
FLAP
HSI ...... CHECK

109 109
DOWN
APL NOSE DOWN
APL NOSE DOWN

RANGE BRT RANGE BRT
ARMED 160 320
160 320
80 HSI 80 HSI
40 40
1. Confirm MAP mode.

10 MAP 10 MAP
ON ON
PLAN PLAN
MAP MAP
2. Set RANGE as desired. A good choice is 20

S T
T R
mile scale.
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE VALVE
3. Observe BOTH HSI maps display the runway

REV
PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE
APL
E
APL 0
0 NOSE
P NOSE
DN
Push NAV AID,

DN FUEL CONTROL
A 2 L R 2
symbol.
R
K 4 RUN 4
S
S
T
T 6
B 6 A
A
B
R B
8
AIRPT, RTE DATA,

A 8 T
If you don't see the little runway. STOP

T
K R NORM CUT OFF
R 10
10 I
E I
M
M 12
12
APL 14
APL 14
WPT, or WXR
NOSE
EVERYTHING until you resolve the problem.

C R
STAB TRIM
buttons to check the

WX RADAR L ENG ENG BTL ENG BTL R ENG
Possible culprits are incorrect POS in the FMCs.

OVHT 1 DISCH 1 DISCH OVHT ARMED APU BTL
NORM TEST ARMED
1 DISCH
MID 10
FWD AFT
15
5 DISCH C
PRECIP UP DISCH A
systems, if they are to

LEVEL
R
4. Tuned VORs and DMEs symbols should be

0
MAX
DOWN
L R 1-BTL DISCH-2
G
O
I
GND RTN 5
E
15
PRECIP DOPPLER
APU
10
F
DISCH
be used.
R
BOTH
T H E
visible.
DISCH
T DISCH
124.90 120.95
C
5. Active RTE should be a solid MAGENTA line.

V
H O
M MAIN MENU 1/2 124.90 120.95
F
FREQ SEL M
O
A H
F M
A UA COMM WX RQST
I
ON
K MIC SELECT
INPH INPH
MASK
RETURN ON
MODE DIM 6 FLT
INPH INPH
MASK
PA VOR ADF ILS MKR
TRANSPONDER ...... SET

PTT BOOM
L C R BOTH
VOICE RANGE
N PTT
N C
5273 L R BOTH
VOICE RANGE
BELOW REL BELOW REL
C
NAV FILTER
XPDR
STBY TA FAIL L R
TFR
TEST TA/RA
1102.5 850.0 NAV FILTER
IDENT
Three steps:
A TONE
D OFF ON TCAS/ATC
F SLEW RESET TEST MSG PAPER FAIL
ADF ANT F F
R C
109.90 249
1. Both pilots confirm code.

E R
Q S
TEST
DATA PRINTER
2. Verify function selector in STBY. ILS

FULL
Here's the scoop on that. If you pass

RUDDER TRIM
15 10 5 0 5 10 15
PAPER
FIRE/OVHT TEST
through 7700 or some other code, even

SYS FAIL AILERON NOSE NOSE
WELL CARGO
R
U
LEFT RIGHT D
momentarily, you could trigger all kinds of

FAIL WING
D
P-RESET WING E
R
DOWN DOWN
bells and whistles at ATC. Not good.

3. Enter the code.
4. Position transponder to either L or R.
It has become custom for the pilot flying
B
that leg to have the transponder set to
her/his side. ILS ...... PARK
1. SELECT "PK" or "----".

DISCUSSION: This is a rare event, but a or, If you want it for departure:
nice touch in certain situations. For 2. Manually tune the ILS frequency.
example, say you are departing Santa Ana 3. Set ILS course as departure dictates.
... you might consider putting in the ILS for Unless you are outside the capture
Long Beach in the event of an engine parameters for the instrument, you
failure. Would look really sharp on a should see the deviation bars on the SAI
check-ride. and the ADI.
MIKE RAY 2003

ABOUT 10 MINUTES
PRIOR TO PUSHBACK
"WELCOME ABOARD" PA to customers (suggested not required).
F/O call ramp; "UNITED XXX READY FOR ON TIME DEPARTURE."
F/O recheck for latest release: "RL" on ACARS.
ABOUT 5 MINUTES
PRIOR TO PUSHBACK
1
APU START ... If not already running.
APU start procedure is outlined in detail earlier
on in this document.
To start the APU:

Rotate START SEL to ON
verify FAULT light cycles ON then OFF
Rotate START SEL to START,
then allow it to snap back to ON
you may notice the RUNLIGHT flash twice
"Start" monitoring may be done on LOWER EICAS/STATUS page
NOTE: If the APU will not start, or you are dispatched APU INOP,
There is a procedure in the ADDITIONALs section for this event.
When APU comes on line you need to do 3 things:

1: De-select external power.
NOTE: DO NOT DESELECT EXT PWR until APU RUN LIGHT is ON.
2: Re-select RTO.
3. Re-set reduced Takeoff EPR, if set.
2 TAKEOFF DATA and

PRE-DEPARTURE BRIEFING
The timing on this is NOT critical. Here is probably as good as anytime in that the whole
melange is starting to gel and we have a pretty good idea of what is going to be
important.
THIS BRIEF IS A BIG DEAL ! On the sim-ride, the check-guy will be looking for a very
complete brief. Some are looking for a brief for every take-off, including those items that
are different from the last take-off. Do not be stingy with your information.
110
767v18078
MIKE RAY 2003

TAKE-OFF BRIEFING
This evolution is more intuitive than it is specific; I mean by that, if it is summertime,
giving an icing brief is pretty stupid. I am not going to insult you by trying to list all
the possibilities. Here are just some of the things that you might consider:
TERRAIN CLEARANCE: ... of course, brief MSAs; but additionally consider initial MEAs
along the route if they apply; Also notes on the SID or on the 10-7 page that specifically
apply to departure. If terrain will be a consideration in an engine out situation : such as;
make a right turn-out rather than a left, etc.
T-PAGE: ... You MUST ALWAYS be aware of and brief T pages. Now, here is the rub, the
TOWER or other ATC guys do not know anything about "T pages." So while you will be
expected to comply with T page constructs; if you have to use a T page procedure, you
MUST inform the TOWER/ATC what you are doing.
LOST COMMUNICATIONS PROCEDURE ONLY

On "some" (SID) departure pages there is a box made of slash marks.
Here is a "IF ...THEN" tip.
If you do not brief the LOST COMM procedure,
YOU JUST MIGHT GET A LOST COMM situation.
BIG !
WIND SHEAR ... ASK FOR PIREPS!
REMEMBER: If there is a MICROBURST ALERT
DO NOT GO !!! That is a NO GO SITUATION.
Recent enhancements to the system render ALL MICROBURST ALERTS
as NO-OPERATION (DO NOT TAKE-OFF OR LAND) situations.
WIND DIRECTION, REDUCED EPR TAKEOFF and T/O ALTERNATE: Two points here to
consider. First is that during taxi out, the Check airman may give new weights that are beyond
those allowed for reduced EPR take-off. Another Check Airman ruse is to report a wind shift
(ATIS will show headwind) to an actual tailwind where, of course, reduced EPR takeoff MAY
or MAY NOT be allowed. If T/O Alternate required, consider if tailwind affects its legality.
ENSURE that you cover these three areas:

WINDSHEAR - T-PROCEDURE - CLUTTER
On FOM PAGE OI-14 is BOTH a suggested

PRE-DEPARTURE COCKPIT CREW BRIEFING
as well as a TAKEOFF DATA BRIEFING.
The Flight Handbook sez:

Captain ensures applicable items are briefed prior to
takeoff.
It would seem to me that if you adhered rigidly to the list
provided, you would avoid criticism But I think you have
to be creative sometimes, because lists like that cannot
cover every situation.
767v18070a
MIKE RAY 2003

PBS+TC
CAPTAIN DOES
S
CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM
UNSCHED RUDDER
B
ANTISKID
STABTRIM RATIO
WINDOW HEAT
L R
EVAC PASS OXY

SIDE FWD SIDE FWD
OFF
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
P
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
ON DC ON DC ON DC
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
BOTH L C R ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND

ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
L R
FLT
OFF BAT ON ON
ON ON OFF OFF
D OFF N OFF N
I OFF S S
INOP INOP O T T
CB
S CB
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS BLEED AIR
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
ISNL ISNL CL
C PUMPS
MAX DUCT
UTILITY BUS PRESS

LEFT R R RIGHT
L C R ON E ON
126
BUS BUS E
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
AUTO 1 MAN
VALVE
L C R
L R 6.7
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
ON ON
15 LBS X 1000 36.5
O O
F ON F ON
PRESS PRESS
F DRIVE F V
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
ON ON ON
EQUIP COOLING
L R
PRESS DIFF
TO/LDG
.125 PSI
FAULT ON
L R
OFF
LOW
TEST ERASE
HIGH
HEADPHONE MONITOR
POSITION ANTI WING
LT OVRD RED WHITE
LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
UNKLD
LANDING
L R
L R DIM BRT
OFF
OFF OFF
ON ON
ON
T TRIM (Pitch trim setting)

At that point, the First Officer, alertly noticing what the Captain is doing,
gets the checklist and waits for the Captain to request the...
C
BEFORE START CHECKLIST
767v18078a

MIKE RAY 2003
PP
PUMPS (Hydraulic PRESS Pumps)
SYS SYS SYS
PRESS
On the 757, the only "trick" here is to turn
PRESS PRESS
on the CENTER ELEC PUMP #2 switch RSVR RSVR RSVR
and WAIT for the PRESS light to go OFF. HYD PUMPS
When the light goes OFF, and not before, turn on the L
ENG
C
1 - ELEC - 2
R
ENG
CENTER ELEC PUMP #1 and LEFT ELEC PUMP. ON ON ON ON
Observe the associated pressure lights go out. PRESS PRESS PRESS PRESS
On the 767, similar check. Turn on CENTER ELEC

#2 PRIMARY PUMP switch, observe PRESS light
OVHT OVHT OVHT OVHT
out. Then turn L ELEC and C AIR demand pump

selector to AUTO, observe the PRESS lights out.
ON ON
PRESS PRESS
NOTE: The center ELEC #2 pump PRESS light OVHT OVHT
comes on as the remaining pumps are turned on.
BB BOOST PUMPS (Fuel Boost Pumps)

Don't forget the CENTER PUMPS if CTR tanks are fueled. Note that
the CENTER PUMP PRESS lights will remain on ... until the
associated engine is started. The CONFIG light should go OUT.
NOTE: on 767, DO NOT turn on CENTER TANK PUMPS if center
tank fuel less than 5000#.
SS SIGN (Seat Belt Sign) ON
TT
TRIM (Pitch trim setting)
A preliminary trim setting can be obtained from the EPR-ATOG messages
(called "the weights"). Remember that the ONLY TRIM setting that counts
is the FINAL TRIM setting obtained after departure from the gate. If there
is a question, GO TO THE BOOK: LIMITS PG 4-25.
C BEFORE START CHECKLIST

Both pilots, using the CHALLENGE and RESPONSE technique,
complete the checklist. If they are interrupted or subsequently make
significant changes in settings or switch position, they will start the checklist
over from the beginning. If the come to an item that cannot be completed, they
will stop the checklist and begin again from the beginning when that item is
complete.
The concept here is to make ABSOLUTELY certain that EVERY ITEM IS
TOTALLY COMPLETE.
767v18079
MIKE RAY 2003

At this point, the CAPTAIN should be monitoring FLT INPH.
The CSR (GATE AGENT) should poke their head in the door
and ask, "Are you ready?"
Before you say yes, ensure that you have 3 things:
1: LOG BOOK (recheck A/C # on book coincides with

the airplane you are FLIGHT PLANNED to be on)
2: FUEL SHEET
3. FLIGHT PAPERS
(RELEASE SIGNED BY CAPTAIN or
SSD COPY OF RELEASE.))
Just before departure time:
WHEN THE 4 DOOR LIGHTS

ARE ALL OFF

CAPT FO
PITOT L AOA R AOA
PITOT
L AUX
(top row of lights on litepak at top

R AUX TAT
PITOT PITOT
of the overhead panel)

STAB AUTO MACH
TRIM SPOILERS
SPD BRK SPD TRIM
and the the Flight Attendant says,

STABTRIM RATIO
"THEY ARE ALL DOWN."
DISCUSSION: VERIFY DOORS CLOSED!

The doors open light on the overhead panel is useful. Although the flight attendant
may report to you that the doors are closed, it is not uncommon, particularly with a rear
door, to still have a door open light illuminated. DO NOT release the brakes predicated
ONLY on the report of the flight attendant alone.
If the door open light is illuminated, and the flight attendant tells you that the doors are
all closed; call to the rear of the airplane may be accomplished by pushing the call
button twice or have the purser call back and have the door re-closed. It may even be
necessary to have the ground personnel either check the door from the outside or
come back aboard and clear up the problem. If appropriate, send back the other pilot
to check the situation. In any case ...
DO NOT PROCEED FURTHER WITH THE PUSHBACK UNTIL ALL THE
DOORS ARE VERIFIED CLOSED !
then do the
"BEFORE
PUSH BACK
CHECKLIST"
767v18080
114 MIKE RAY 2003

PUSHBACK DIALOG
The PUSHBACK senario is initiated by the GROUND PERSON.
Determine if it is a one or two person push.
NOTE: The NOSE GEAR STEERING BY-PASS pin is
inserted and removed by the ground crew in
GROUND TO COCKPIT. accordance with their own ENG START DURING
PRE-DEPARTURE CHECK PUSHBACK checklist. You should NOT expect to hear
COMPLETE. the pushback guy acknowledge the pin in his dialog.
READY FOR A ONE/TWO
PERSON PUSHBACK.
STANDBY FOR
PUSHBACK CLEARANCE.
1 F/O GETS
PUSHBACK
CLEARANCE AND
STANDING BY FOR
CLEARED READS IT BACK
PUSHBACK CLEARANCE.
TO PUSH.
BRAKES
SET. Before you MOVE the
ROGER, CLEARED
TO PUSH. 2 airplane or START THE
ENGINES; verify the RED
ANTI COLLISION LIGHTS
RELEASE BRAKES
BRAKES RELEASED.
Releasing the brakes (with

the ENTRY DOORS
closed) tells the ACARS that
you have departed the gate.
CLEARED TO
START ENGINES.
ROGER, CLEARED TO
START (BOTH) ENGINES.
SET BRAKES.
BRAKES SET,
PRESSURE NORMAL.
TOW BAR DISCONNECT

DISCONNECTED. HEADSET.
DISCONNECTING, GROUND PERSON: SALUTES

WATCH FOR SALUTE. CAPTAIN: FLASHES NOSE GEAR (TAXI)LIGHT
GROUND PERSON: GIVES RELEASE SIGNAL
WARNING: Right here is where you
can ruin your whole day. DO NOT do
LISTEN UP ! anything until you have BOTH the
salute and the release from guidance.
767v18081
MIKE RAY 2003

After clearance to start is received from GROUND PERSON:
PREPARATION FOR START

FLOW
CAPTAIN does NOTHING at this point but
MONITOR THE PROGRESS of the PUSHBACK.
F/O does 3 things:

1: RED ANTICOLLISION LIGHT ........ Confirm ON
3
2: PACK SELECTORS .................................... OFF
NOTE: Check that there is "some" duct pressure.
It may be "LOW" since the APU does not produce
full pressure until start selector in GND.
3: EICAS ................................................... CANCEL
Then She/He says

"READY TO START ENGINES, MA'AM (or SIR)"
A brief word here about the use of the STBY ENG INSTR during start ... Some
guys will use the STBY INDICATOR during start to monitor the N1 on the 757;
HOWEVER, remember: If loss of the main instruments occurs, continuing the
start using the STANDBY ENGINE INSTRUMENTS is FORBIDDEN!
It is incumbent on the flight crew to be aware of the direction of the wind at this time.
Should a starting anomaly be incurred, explore the possiblity of altering the aircraft
position so that a more favorable wind angle may be encountered. That is,
DO NOT ATTEMPT TO START THE ENGINES WITH A STRONG TAILWIND.
If temperature is below ~52 degrees F (10 C), and there exists an obscuration like fog
or snow and you are likely to encounter restricted visibilities after take-off; or there is
snow or ice on the taxiway: Then after BOTH engines are started, it is considered good
form to turn on the ENGINE ANTI-ICE; however, on the 757 (because of the way the
pneu ducting is plumbed) if you select Anti-ice before the second engine is started, the
duct pressure will be reduced and possibly initiate some engine start abnormality.
NOTE 1: There is NO TAKE-OFF PENALTY for the use of ENGINE ANTI-ICE.

HOWEVER
There is a penalty for WING ANTI-ICE on the 767
and the appropriate time to turn it on is AFTER FLAP RETRACTION.
767v18082
116 MIKE RAY 2003

SIDEBAR
B
EFORE continuing with the start, let's look at the electrical panel and
understand it. It is here that problems may occur that can ruin your whole
day. There are three specific potential GOOFs I want to point out
(although I am certain some creative person out there can invent their own):
If you should inadvertently turn OFF the BAT SWITCH (while on the
GOOF ground), the APU will shut down. If the APU is supplying power to the
A/C (typically this is the case), the airplane gets real dark after a coupla
seconds and frantic attempts to restore the power will be in vain. You
1 will have to wait for the APU to go through its shut down thing, then you
can do a restart. Once you get everything back, you can get on the PA
and tell everyone what a dope you are.
BAT
Switching power to the APU from EXT ON OFF

AUTO
BAT
PWR. There are FOUR STEPS:
2
D
I OFF
1. ensure APU RUN LIGHT ... ON S O

C F
F
2. ensure APU GEN ......... ON/BAR H
3. DESELECT .............. EXT POWR

4. ensure EXT PWR ............ AVAIL APU GEN EXT PWR
Now here is the point. It is easy to assume that O

F
F
ON
ON
BUS TIE BUS TIE

the APU is on the line, and when the trusting
AVAIL
Ground Guy asks and you tell him the APU is on

AUTO AUTO
ISNL ISNL
the bus; He will assume the light in the UTILITY BUS
nosewheel is in error and pull the external power L BUS L R R BUS
plug ... ZZZAAAAAPPPOO! BUS

OFF
ON ON
BUS
OFF
The ON/AVAIL light is the clue ...

OFF OFF
it MUST ONLY say AVAIL

... Then you will NOT have to explain to the irate L
GEN GEN DRIVE DISC
R
GEN
Ground Guy what a dope you are. CONT L R CONT
O O
F ON F ON
A third big possibility ... F DRIVE DRIVE
F
3
You have the engines
running; and of course, APU
assuming that they have taken their ON
respective buses, you shut down the APU OFF START
... and everything goes dark. It usually happens RUN
in a driving rainstorm at Guatemala City in the middle FAULT
of the night. What happened was this; you didn't

confirm the GEN CONT SWITCHES ON. Whooooops!
While there is no SOP reason for the switches to EVER be shut off; however, it has
happened, particularly in the SIM. When you get the lights back on; you will have to try to
explain to your spanish speaking customers what a dope you are.
GOOF
A variation on this is that if you get airborne with the APU running and
the GEN CONT SWITCHES OFF; then about 18,000 feet you decide to
shut the APU down ... wheeee! THE POINT! The GENERATOR
3A CONTROL SWITCH check (Capt's "L" check) after start is a good idea.
GREAT CHECKRIDE GOTCHA !!!
Here is a GREAT SAVE. If for some IDIOT reason (I have done it!) you reach up and turn
OFF the APU with the switch and wish you hadn't done it ... all is not lost. Here's what you
do. Turn the switch to the START position BEFORE it completes its pre-shutdown thing
(that takes about a minute) and it will reset and stay on. Now you owe me one.
767v18083
MIKE RAY 2003

ENGINE START FLOW for dummies
OFF
AUTO
N OFF
AUTO
N 1.8 1.34
TIP:
S
In a NORMAL START,
1
S
T T
CB 1.0
CB
The first digit in each

1.4
Y Y
W W
23.5 guage will look

"something like" 1-2-3-6-8 ~10
2
365 A "HOT START" tip-off will be
FIRST OFFICER HIGH EGT (>485/535 C)
will shut off the PACKS: 3
A "NO START" will be NO EGT
RAM AIR TURB
68
6 A "HUNG START" tip-off will be

PRESS
UNLKD
N2 less than 60-64%
875 NOTE: On some airplanes
8~10
ENG START
(particularly the 767-200), I have

R L
BOTH VALVE
seen some engines with N2 rotation
VALVE
1 2
about 57 -60 after a successful start.
AUTO AUTO
GND OFF GND OFF
CONT CONT
9
FLT FLT
1.8
1.4
1.34
1.0
1.8
1.4
1.0 8
12
EPR
6.5
10 N1
1 4 123
EGT
3
2 64
OIL PRESS
34
N2
00
11
26
654 0.00
OIL TEMP
7
FF
21 19
OIL QTY
BB
0.3 0.0
DUCT
VIB
PRESS
6
DUCT DUCT
LEAK ISOLATION LEAK
BLEED BLEED ENG ENG

VALVE REV VALVE
ISLN
HI STAGE HI STAGE SPAR SPAR
VALVE VALVE VALVE
FUEL CONTROL
L R
RUN
5
L ENG APU R ENG CUT OFF
V
O A O
F L F L ENG R ENG
F V F LIM PROT LIM PROT
E
767V18084
118 MIKE RAY 2003

MIKE RAY 2003

CAPTAIN AFTER Somethispilots

L
call
the
START STUFF "L" check
1 ELEC PWR TRANSFER ...................................... VERIFY

Observe that the GEN GO TO IRREG PG 7-
APU GEN EXT PWR
CONT OFF lights have 10. This will lead you to
gone OFF.
O ON
BUS TIE
F
F
ON
AVAIL BUS TIE
push the GENERATOR
AUTO AUTO
CONTROL switch/light
IF the GEN CONT ISNL ISNL twice and reset the
lights have not gone UTILITY BUS
L
generator field.
R R BUS
out ... verify that the L BUS
BUS ON ON
BUS
GEN CONT "ON" BAR OFF

OFF OFF
OFF
Then if still no good ....

is visible, and ... CALL SAM
L R
(maintenance).
GEN
CONT
GEN DRIVE DISC
L R
GEN
CONT
OBVIOUSLY, you can
go NO FURTHER
O
F
F
ON
O
F
F
ON without the situation
being resolved.
DRIVE DRIVE
APU SELECTOR ............................................ OFF

Before shutting down APU consider 3 things:
CARGO COMPARTMENTS can no longer be opened,
2 If WEATHER is a factor, consider keeping APU running, or

If leg length is less than 45 minutes, its cheaper to keep APU running.
NOTE: particularly in the SIM you will be encouraged to shut down the APU even if
the weather is crappy. You be the Captain here, your judgement is supreme!
ENGINE ANTI-ICE ......................... AS REQUIRED

If LOOSE or BLOWING SNOW, ICE, etc WING
3
on taxiways or TEMP below 50 degrees ON
L ENG R
F (10 C) and visible (= or < 1 mile vis) L R ON ON
moisture. Switch both on, verify light VALVE

VALVE VALVE
VALVE
comes on then goes off.
NOTE: DO NOTE turn on engine anti-ice on the 757 until AFTER BOTH engines are
started. The way they are plumbed, if you A/I one eng while starting the other, the
pneumatic press drops dramatically and you'll get a start anomaly.
CAPTAIN selects the #1 VHF audio on his selector panel
767v18087
120 MIKE RAY 2003

AFTER START
FLOW
R
ight here is where an event can occur. I do not recommend getting a clearance to
taxi or moving the flaps or doing ANYTHING. Sometimes you are trying to beat
Brand-X out of the gate or trying to get things going while the pushback guy is
dawdling with the tractor and towbar. You want to get things going, but to avoid
accidently moving a control or releasing the brakes or doing anything inappropriately
SIT ON YOUR HANDS AND DO NOTHING UNTIL ...
PRE-TAXI
FLOW
As soon as the start is complete; which can be defined by that moment when:
STARTER CUTS OUT (duct pressure recovers)
and
N2 IS STABILIZED (60-62%, on 767-200 56-63%).
also note that the EGT stops increasing and starts decreasing ("ROLL-BACK")
and
the Ground person has given
both a "SALUTE" and a "RELEASE" signal; THEN:
CAPTAIN ANNOUNCES:
"I HAVE A SALUTE AND A RELEASE FROM GUIDANCE"
BELIEVE THIS !
IMPORTANT: NEVER move the aircraft until
you have received BOTH:
SALUTE and
RELEASE SIGNAL
... Unless you like

to write letters
and talk to
strangers.
A PREMATURE BRAKE RELEASE CAN KILL SOMEONE !
... or bend an airplane
... or ruin your whole afternoon !
767V18086
MIKE RAY 2003

When F/O hears CAPTAIN say:
"I have a salute and a release from guidance,"
then the F/O shall complete the ...
F/O AFTER START FLOW
(767) CARGO HEAT SWITCHES ......... verify ON
PNEUMATICS and A/C PANELS ....SETUP
INOP
FLT DK
AUTO
INOP
FWD CAB
AUTO
INOP
AFT CAB
AUTO
2
L/R PACK SWITCHES
SOME PILOTS AUTO
C W C W C W
OFF OFF OFF
CALL THIS THE TRIM AIR L

RECIRC FAN
R
HORSESHOE
ON ON ON
OFF INOP INOP
INOP INOP
3
PACK PACK
1
OFF OFF
AUTO AUTO
OFF N OFF N
S S
T
CB CT
B
Y Y
ENG BLEEDS
W W
ISOL SWITCH(ES)
verify Eng bleed ON, LITE OFF CLOSE
Verify PACK OFF lights OUT. (2 on 767)
BLEED AIR
DUCT
PRESS
4
DUCT DUCT
LEAK ISOLATION LEAK
BLEED BLEED
HI STAGE HI STAGE
VALVE
APU BLEED SWITCH L ENG APU R ENG
OFF O
F
V
A
L
O
F
F V F
E
DISCUSS with CAPTAIN the appropriateness of using an

ASSUMED TEMPERATURE for TAKE-OFF
NOTE: If assumed temperature is set BEFORE engine start, the momentary
power interruption that occurs when the engine generators assume electrical
control will cause the TMC to revert to MAX TO EPR.
CHECK EICAS and RESOLVE MESSAGES

NOTE: (767-200) Verify ground idle at least 56% N2.
If less than 56% N2:
Record in LOG BOOK,
Set 56% using the throttle,
Maintain 56% N2 minimum ground idle. 767v18088
122 MIKE RAY 2003

THIS IS A YOUR MOTHER SPEAKING!!!
DO NOT EVER ...

NEVER-NEVER-NEVER
IT IS EXTREMELY IMPORTANT that
you DO NOT MOVE the jet without
both: SALUTE and
RELEASE SIGNAL
I am devoting a whole page to this topic

because it is SO IMPORTANT !.
The OFFICIAL Flight Manual recommends FOUR DISTINCT STEPS for
this procedure. I have a little problem with the way they have it set up, BUT I
do NOT have a problem with the fact that they think there is a problem.
THERE IS A PROBLEM!!! Here are their four steps :
1. I have a salute, (Ground guy salutes and
Captain responds by flashing the taxi light and
observing the release signal) and
2. a release from guidance.
3. Taxi Clearance.
Then, and ONLY THEN, are you allowed to
4. Release the parking brake.
DISCUSSION: Every year, about a dozen ROCKET SCIENTISTS release the brakes with the
pushback guy still in front of the airplane. The stories are SO bizarre, that it staggers the
imagination. Hitting the towbar, or the tug are the most common. Some have actually released the
brakes HEAD DOWN and rolled into whatever was in front of them. Ooooo NOT PRETTY!
It is SOOOO easy to get distracted here with last minute clearances, Flight attendant or cabin
problems, reprogramming the CDU, or just plain rushing to make up time.
DO NOT NO-NO-NO !
RELEASE
PARKING NO-NO-NO !
NOTE: I just want to EMPHASIZE
BRAKE the point that this is a VERY
dangerous place and you can easily KILL or MAIM someone.
WITHOUT I realize that you are wanting to beat Brand X, or get a taxi
clearance during a lull in the Ground Control chatter, or you
SALUTE and just want to get things going, BUT This IS NOT the place
to make up time. TRUST ME, do not be a ROCKET
RELEASE. SCIENTIST!
If you do this You will be talking to strange MEN IN

BLACK at a long green table. You will be writing letters and
767v18088a
making reports until you get your job back.
MIKE RAY 2003

When CAPTAIN sees that the FIRST OFFICER has completed her/his stuff
and is ready, Captain politely requests:
TAXI CLEARANCE, PLEASE
F/O OBTAIN CLEARANCE and COPY.
BOTH PILOTS ....... MONITOR and CONFIRM.
DURING TAXI STUFF

ENGINE TAXI RESTRICTIONS
OPERATE ENGINES AT TAXI THRUST SETTINGS FOR AT LEAST 5
MINUTES (10 MINUTES for 767-300).
NOTE: It is NOT necessary to delay takeoff to accommodate this restriction.
DO NOT EXCEED 35% N1 WITHIN CONGESTED AREAS UNLESS

CLEARED BY APPROPRIATE PERSONNEL.
WITH JET STATIONARY, DO NOT EXCEED 1.08 EPR;

WITH A TAILWIND EXCEEDING 5 KTS, OR
CROSSWIND COMPONENT GREATER THAN 15 KTS,
EXCEPT WHEN STARTING TAKEOFF ROLL.
DO NOT APPLY TAKEOFF THRUST, UNTIL OIL TEMP 50 DEGREES

Reason: to ensure adequate heat for fuel deicing during takeoff.
AIRCRAFT TAXI SPEED GUIDELINES

(Use ADI for ground-speed readout)
STRAIGHT AHEAD ...................... 25 KTS
TURNS UP TO 45 DEGREES ..... 25 KTS
TURNS GREATER THAN 45 ...... 10 KTS
DURING LANDING ROLL:
HIGH SPEED TURNOFF ............ 60 KTS
F/O SELECT TAKE-OFF FLAPS to the position agreed upon.

NOTE 1: DO NOT MOVE THE FLAP HANDLE until the airplane is:
CLEAR OF ALL OBSTACLES, and
UNDER ITS OWN POWER.
NOTE 2: OBSERVE:
THE FLAPS actually move to the position selected, and
THE SELECTOR agrees with the FLAP SELECTOR.
CONTROL MOVEMENT CHECK

Select STATUS PAGE on LOWER EICAS.
MOVE CONTROLS while observing indicator.
Captain does the rudders
F/O does the ailerons and elevators.
TIP: IF THE INDICES DONT MOVE CHECK THE CIRCUIT BREAKERS.
DONT Return the LOWER EICAS to FULL UP ENGINE DISPLAY.

FORGET
767v18089
124 MIKE RAY 2003

COMPLETE BEFORE TAKE-OFF CHECKLIST

to MANIFEST CHANGES LINE
F/O: Make ROUTE CHANGES, if necessary.

NOTE 1: Changes to the DEPARTURES PAGE must be selected in this order:
1-RUNWAY, 2-SID, 3-TRANSITION.
NOTE 2: If the runway is changed, the entire RUNWAY/SID TRANSITION entry

procedure MUST be repeated.
NOTE 3: PIP FMS SPECIAL PROCEDURE:

The RWY/POS line (4L) on the TAKEOFF REF page 1 / 2 is used for runway update.
CAPTAIN: Verify the ROUTE CHANGES.
F/O SELECT 20 MILE SCALE: See if the

VERIFY little parallel runway symbol and the
MAP triangle are reasonably close.
IF THERE IS NO RUNWAY SYMBOL ...
DO NOT TAKE-OFF !
GET FINAL WEIGHTS and MAKE CORRECTIONS

F/O get WEIGHT MANIFEST ... CHECK: and
make changes on the PERF INIT page.
CAPT when workload permits:
VERIFY THE NEW ENTRIES.
NOTE: The updated manifest may be "OUTSIDE" the limits:

TOGW exceeds the "reduced" figure - USE NORMAL T/O THRUST
PAX load outside limits (+/- 5 on 767, +/- 3 on 757)
TRIM (outside GREEN band)
CONFIRM TAKEOFF PERFORMANCE

After getting the FINAL WEIGHTS from the LOAD PLANNER via radio,
VERIFY takeoff performance is acceptable.
If necessary, reset flaps, bugs, re-brief take-off or whatever is necessary.
SET STABILIZER TRIM (if required)

First Officer will advise the Captain,
And with her/his concurrence make the appropriate adjectments.
Captain will confirm that the changes have been made.
MORE ... 767v18089a
MIKE RAY 2003

SELECT APPROPRIATE CDU PAGE:

PNF: DIRECT/INTC page
Push the DIR INTC key to display the ACT RTE 1 LEGS page
with the DIRECT TO and INTC LEG prompts
at the bottom of the CDU page.
PF : CDU CLB page

Verify that the ACT LIM CLB SPD page is displayed.
BEFORE TAKEOFF CHECKLIST

COMPLETE DOWN TO THE FINAL ITEMS.
BEFORE TAKEOFF CHECKLIST

CHALLENGE (F) RESPONSE
Flaps _____Planned, _____indicated, detent (C)
Control Check Complete (C,F)
Engine anti-ice On / off (C)
Isolation switch(es) (757) Off / (767) left and right off (F)
Fuel Control switches Run, locked (C)
MANIFEST CHANGES
Trim, weight, speeds Checked (F), set (C,F)
FMCs, radios Programmed, set for departure (C,F)
Thrust _____ Reduced / max EPR, set (C)
M C P V2_____, heading_____, altitude_____, set (C)
FINAL ITEMS
Cabin notification Complete (F)

Autothrottle Armed (F)
Transponder TA / RA (F)
EICAS Recalled, cancelled (F)
CABIN NOTIFICATION:
At least two (2) minutes prior to take-off notify the Flight
Attendants using the PA system
FLIGHT ATTENDANTS, PREPARE FOR TAKE-OFF.
This is a stand alone announcement, by that I mean that it

should not be included in any other PA message. It should be
the ONLY statement made at that time.
126 MIKE RAY 2003

B efore we take the runway and begin the check-ride ordeal, we need
to mentally prepare ourselves for the takeoff. We need to ask this
question:
WHAT REASON DO I HAVE NOT TO TAKE-OFF.
If we can identify an area where we are not absolutely certain that we

have appropriately resolved all the ambiguities, then we MUST:
GET CLEARANCE AND TAXI CLEAR,

SET THE PARKING BRAKE, AND
RESOLVE THE AMBIGUITY.
We must use every resource at our disposal, and if we cannot

successfully address and apply an appropriate solution we MUST NOT
continue with the flight evolution.
A consideration on takeoff is whether or not you can

return and land at the same airport.
If you cannot, then you must designate a
T/O ALT REQ

When:
DEP AIRPORT is
BELOW LANDING
MINIMUMS
for
767
T/O ALT must be within
370 NM
1 HR NORMAL CRUISE
with
1 ENG INOP
NEW or HIGH MINIMUM CAPTAINS must use their minimums in this determination.
If you decide to designate a TAKEOFF alternate AFTER filing your release; you MUST have the
concurrence of the DISPATCHER and write that alternate on your original copy of the FLIGHT RELEASE
DOCUMENT.
If after dispatch, an ALTERNATE or a different or additional alternate is added to the flight release, that
alternate must be written on your original FLIGHT RELEASE DOCUMENT.
MIKE RAY 2003

SOME TAKEOFF WARNING STUFF

If TAKE-OFF WARNING HORN sounds before the
airplane is committed to takeoff, the takeoff should
be discontinued and the problem corrected.
What causes the TAKEOFF WARNING HORN to sound?
THROTTLES ADVANCED, A/C ON GROUND, AND:
6
1 LEADING EDGE SLATS NOT IN T/O POSITION,
2 TRAILING EDGE FLAPS NOT IN T/O POSITION,
3 FLAP or SLAT DISAGREES WITH FLAP HANDLE POSITION,
4 STABILIZER NOT IN TAKE-OFF RANGE,
5 SPEED BRAKE LEVER NOT IN DOWN DETENT,
6 PARKING BRAKE SET.
HDG REF
NORM D
O G
3
O E
A
1
R
WHL WELL S R
FIRE NOSE
5
TRUE
LEFT RIGHT
2
TO
CLB 1 2
GA
TEMP SEL
CON CRZ
RETRACT
SP AKE
UP 270K
BR
EE
D
LEADING TRAILING
EDGE EDGE
4
OFF
ADI ADI EXTEND OR

5 EXTENDED
FLAP
RST DH REF BRT RST DH REF BRT 270K - .82M
1 15
109 109 LOCK

GND OVRD
PROX
FLAP OVRD
UP 20
6
DOWN FLAPS 25
APL NOSE DOWN
APL NOSE DOWN
DN
30
RANGE BRT RANGE BRT

ARMED 160 320
160 320
80 HSI 80 HSI
40 40 ALTN GEAR
EXTEND
20 VOR ILS WXR 20 VOR ILS WXR 270K - .82M
10 10 MAP
5
MAP
ON ON 1 15
PLAN PLAN
MAP MAP
NAV AID ARPT RTE DATA WPT UP 20
INOP ON ON ON ON INOP ON ON ON ON 25
S T
NORM
30
T R LE TE
FLAP OVRD GEAR OVRD
A I
B
ALTN ALTN
M OVRD OVRD
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE
APL
APL 0
0 NOSE
P NOSE
FUEL CONTROL DN
DN 2
A 2 L R
R
K 4 RUN 4
S
S
T
T 6
B 6 A
A
B
R B
8
A 8 T
T
K R NORM CUT OFF
R 10
10 I
E I
M
M 12
12
APL 14
APL 14
NOSE
C R
STAB TRIM
DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE).

The RTO is a marvelous piece of engineering ... and it applies brakes
IMMEDIATELY and FULLY when:
BOTH THROTTLES to IDLE STOP and
AIRSPEED GREATER THAN 80 KTS.
It is NOT a decelerate rate modulated event, it is MAX BRAKING IMMEDIATELY!
Above 80 KNOTS .
Pull the throttles to idle and you get AUTOMATIC MAXIMUM BRAKING!!!
Here is the CAVEAT ... DO NOT EVEN TOUCH THE BRAKES.

This mode is not like the regular "RAMP" where you push the brake pedal and the
deceleration mode operates.
NO SIREEE, you just "touch" the brakes and the brakes deselect RIGHT
NOW!
If this happens to you

APPLY FULL BRAKES MANUALL Y .
NOTE: FULL MANUAL braking is equivalent to RTO
767v18089c
128 published by UNIVERSITY of TEMECULA

737ver5144 PRESS
MIKE RAY 2003
some legal reasons

NOT TO TAKEOFF
MICROBURST: The #1 reason KNOW THIS !
NOT TO T/O is a MICROBURST
Here is the OFFICIAL definition of CLUTTER
ALERT from ATC. (a form of runway contamination):
TAILWIND EXCEEDS 10 Knots. STANDING WATER of 1/8 inch
SLUSH of 1/8 inch or greater
WET SNOW of 1/4 inch or greater
DO NOT TAKE-OFF if: DRY SNOW of 1 inch or greater
STANDING WATER ... over 1/2 inch
SLUSH ....................... over 1/2 inch Further, less than (the amounts listed in the
WET SNOW ............... over 1 inch definition above) are not considered clutter
DRY SNOW ................ over 4 inches and no weight or V speed restrictions are
required.
TAKEOFF SUSPEND
NOT OPERATIONS
PERMITTED (except emerg)
If clutter exists, there are pages in the Flight
OVER 1/2"
SLUSH OVER 1/2"
Manual to figure out what adjustments are
necessary.
WET SNOW OVER 1" OVER 2"
NOTE 1: using CLUTTER CRITERIA REQUIRES
DRY SNOW OVER 4" OVER 6" that you put the new clutter airspeeds on the
AIRSPEED INDICATOR.
STANDING WATER OVER 1/2" OVER 1" NOTE 2: Captain is supposed to make the takeoff.
RUNWAY CLUTTER CHART
(FOM page ALL WX-14)
ICING and FREEZING PRECIPITATION: LIGHT MODERATE HEAVY
MODERATE RAIN:
FREEZING RAIN OK NO-OP NO-OP
HEAVYFREEZING RAIN:
HEAVY FREEZING DRIZZLE: OK OK NO-OP
FREEZING DRIZZLE
IF BRAKING ACTION NIL: SNOW OK OK OK

Takeoff NOT RECOMMENDED.
ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)
(FOM page ALL WX -72)
PC ORAL QUESTION!
WEIGHT of AIRPLANE TOO GREAT TAKE OFF:
for the existing runway conditions. Captain will ALWAYS make the take-off if the
TOUCHDOWN RVR is LESS THAN 1000 or
ROLLOUT RVR LESS THAN 1000.
AIRCRAFT SYSTEMS NOT READY:
Either checklist NOT completed, or
LANDING:
Warning light or horn,
Captain will always make the landing it the
Flight Attendants NOT ready,
VISIBILITY LESS THAN 1/2 MILE (1800 RVR).
Ambiguity in clearance or routing,
Other NO BRAINERS! I have heard rumors that they are going to change
this. Just be aware that these are in transition and
ALL WX-43 STUFF: subject to change. What a surprise!
Captain is to make the
first 10 take-offs and landings after IOE. WARNING
Captain or F/O under 100 hours and
Captain under 300 hours It takes a Obviously, it is NOT possible
have restrictions outlined on that page. for a mere human pilot to keep
LAWYER to up with the change monster at
There are also some EXEMPTION 5549
stuff and
read these Training Central ... so these
FAR PART 121.438 limitations. pages! reference page numbers
may be in error.
767v18089d
MIKE RAY 2003

POSITION and HOLD

FLOW
When cleared onto the runway; such as, "POSITION and HOLD"
CAPTAIN DOES 3 THINGS

WHITE ANTICOLLISION BEACONS .............. ON
AUTOTHROTTLE ARM SWITCH(on MCP) ARM
WING LIGHTS ................................................. ON
F/O DOES 3 THINGS

TRANSPONDER to T/A
depress TFC button on HSI PANEL and
observe TFC annunciated on BOTH HSI panels.
If not displayed, recycle and recheck.
EICAS RECALL/CANCEL/CHECK.
COMPLETE BEFORE TAKEOFF CHECKLIST (without response)
ADI
The button to RST DH REF BRT
activate the 109
TFC mode of
the TCAS is
cleverly hidden RANGE
80
160 320
HSI
BRT
in the middle of 40
TFC
the RADAR
20 VOR ILS WXR
10 MAP
ON
RANGE selector NAV AID

MAP
PLAN
ARPT RTE DATA WPT
knob. INOP ON ON ON ON
DISCUSSION: The is about the CHECK-LIST. It is ALWAYS essential that the

checklist be completed in its entirety before beginning the take-off roll.
The checklist MUST be completed in its entirety if:

ANY flight control is re-positioned, or
ANY flight control is found to NOT be in its proper position, or
There is a lengthy delay, or
Anytime there is an interruption for anything
other than routine or dashed line items.
I think the message is clear here: Properly treating the checklist is the MOST
important thing at this moment, and any attempt to divert ATTENTION RESOURCES
from its immaculate completion is to be avoided.
767v18090
130 MIKE RAY 2003

CLEARED FOR TAKE OFF

FLOW
When "CLEARED FOR TAKE-OFF:" Then
CAPTAIN DOES 2 THINGS

LANDING LIGHTS ...................... ON
RUNWAY TURN-OFF LIGHTS .... ON
PNF HEADING SELECTOR .... SET

Set in the assigned heading or runway heading.
PF
TAKES CONTROL OF THE YOKE
RELEASES THE BRAKES and ANNOUNCES,
"BRAKES RELEASED."
ADVANCES THE THROTTLES
PAUSING at about 1.10 epr or greater, then when symmetrical
thrust is established, ADVANCE towards TAKE-OFF RANGE
calling for "EPR"
TECHNIQUE: The RATE at which the power is applied
DIRECTLY affects the EGT reached during TAKE-OFF.
CAPTAIN :
DEPRESSES THE EPR BUTTON
Usually on callout from the PF,
Pushes EPR switch on the MCP while observing the engine
instruments and verifying uniform spool-up.
KEEPS HAND ON THROTTLES until 5 knots prior to V1
NOTE: The Captain only uses the tiller bar to maintain control
UNTIL the PF has authority Then
GET YOUR HAND OFF THE TILLER BAR !!!
091.CDR
MIKE RAY 2003

BEGINNING TAKE-OFF
CAPT says, " I (you) have the aircraft,
the PARKING BRAKES are SET (RELEASED).
PF says, " I have the aircraft,
the PARKING BRAKES are RELEASED.
THE TRANSFER OF CONTROL COUPLED WITH THE

"CONTROL/BRAKES STATEMENT IS VERY IMPORTANT.
FIRST, there may be confusion as to "who has the airplane/brakes;" and attempts to take control
with the airplane still rolling sometimes results in one whopping big LURCH when the brakes
pedals are depressed to "set or release the brakes."
SECOND, it is possible to TAKE-OFF WITH THE BRAKES SET. Particularly on a slippery wet or
icy runway. It is attempted all the time in the simulator, and even done a coupla times out on the
line. YIPE!!! Gee, DUH, What's that horn?
THIRD, it is possible to dribble off the runway, or continue to aimlessly roll down the runway before
adding power ... each guy thinking the other "has the airplane/brakes.
NOTE: If the airplane attains a speed of 80 knots BEFORE EPR SWITCH is depressed,
THR HLD will be annunciated BUT THE THROTTLES WILL NOT ADVANCE!!!! YIPE!
YOUR ENGINES WILL BE SET AT LESS THAN TAKE-OFF POWER

... and you could wind up in the canal!!!
PNF
MONITORS EICAS CRT .... INDICATIONS NORMAL, and
PROPER N1 FOR THE SELECTED THRUST !!!
CALL OUT AIRSPEEDS

80 kts, thrust set
This call gives us:
Verification that DESIRED THRUST is set (BOTH EPR and N1).
AIRSPEED INDICATORS cross checked.
HIGH SPEED PHASE alert for GO/NO GO decision.
After the thrust is set, Captains hand is to remain on the throttles until V1 is called. AT
THE V1 CALL, the Captains hand is to be removed from the throttles. This is to:
Reinforce the GO/NO GO point,
Prevent ABORT after V1. Whooops!
V1 Call is made 5 KTS before calculated V1 speed.

VR and V2 are called out as the calculated speeds are reached .
ITS SHOWTIME!
All that stuff that went before is just fluff Now the real fun begins!
767v18091a
132 MIKE RAY 2003

PF INITIAL CLIMB (ROTATION)............ ESTABLISH
HOW TO ROTATE
TECHNIQUE: As airspeed approaches V1, move the yoke aft from a position slightly
forward of neutral to allow smooth rotation to BEGIN at VR.
After lift-off, continue the rotation to a climb attitude of ~17.5 degrees. Adjust the pitch to
maintain V2+15 knots up to flap retraction altitude.
You may notice that wings tend to blank out the airflow to the horizontal
stabilizer around 8 degrees and a slight amount of additional pressure is
required to keep the rotation continuing. Once past that point, a slight
decrease in back pressure may be required to keep the rotation constant.
o at VR, rotate smoothly to an initial body attitude of 10 degrees.

3 at LIFTOFF, continue rotation smoothly to 17.5 degrees
(or whatever holds V2+15) .
Do not exceed 25 degrees.
WARNING: DO NOT EXCEED
2.5 to 3 DEGREES PER
SECOND ROTATION.
TAILSTRIKE DANGER !
If STALL WARNING/STICK SHAKER sounds after the airplane is

commited to takeoff and ability to ABORT is in doubt , ADD AIRSPEED to
rotation and initial climbout. DO NOT DO A HIGH SPEED ABORT !!!
CROSSWIND NOTE: Use aileron "INTO" the wind to assist in directional control and to
position controls to keep the wings level after takeoff.
LIGHTING NOTE: Adjust BOTH integral and background lights for NIGHT TAKEOFFS
if one system should lose power.
TAILSTRIKE !!!
The usual cause for a TAILSTRIKE (aft fuselage contact) is EARLY ROTATION
(prior to VR). The reason that a crew of Rocket Scientists would rotate early is
that they use the WRONG BUG SPEEDS, caused by leaving the LANDING
BUGS on the AIRSPEED INDICATOR from the last leg. NOT GOOD!!!
o
12.3 AFT FUSELAGE will contact the earth at approximately
12.3 (757) degrees if liftoff has not occurred.
PF CALLS FOR ........... POSITIVE CLIMB, GEAR UP.

BOTH PILOTS MUST confirm that both the barometric and
the IVSI indicate a positive rate of climb.
SCARY NOTE: The VSI and the RAD ALTS MAY indicate a climb BEFORE the main
gear are off the ground ! YIPE!!!
PNF Confirms POSITIVE CLIMB, GEAR UP,

....... and raises the gear handle.
767v18TO
MIKE RAY 2003

767ver18002
134 MIKE RAY 2003

CRITICAL
MANEUVERS MIKE RAY
W hat can they do to us now, what can that

trouble making check person do to ruin our lives.
I think that being fore-warned allows us to be

ready for the unexpected. Lets look at some of
those possible events in isolation.
767v18159
MIKE RAY 2003

GET READY ... ONE of these
FIVE TAKE-OFF SCENARIOS

Is about to occur.
Let's break the options out and look at them in isolation.
1. LOW SPEED ABORT

This can be triggered by ANYTHING. A low speed abort is "NO BIG DEAL." And it is true in the
real world, anytime you are in the power up phase or just beginning your take-off roll; if
ANYTHING doesn't look exactly right, stop the take-off. Terminating the take-off at this point is
going to get you BIG BROWNIE POINTS; and you can bet your bippy, that during a checkride, you
will be given some annoying low speed indication.
Here's the rub, the airplane accelerates very rapidly, and you will very quickly transition into the
HIGH SPEED ABORT zone ... and trying to stop for some annoying piddly problem above about
80 KNOTS is a MAJOR BOO-BOO.
So, make up your mind that you are going to stop for about anything below 80 knots. Checkguys
LOVE to hear that stuff in the "BEFORE TAKEOFF BRIEF."
NOTE:
1. There will be NO RTO.
2. IF an engine fails, DONOT USE REVERSE.
2. HIGH SPEED ABORT

This is THE MOST DANGEROUS EVOLUTION IN
AVIATION. However, there are events that should trigger it,
and on your checkride those will be confined to ENGINE
FIRE/FAILURE BEFORE V1. I am, of course, sticking my
neck out here, but normally on a checkride one should HIGH SPEED ABORT
only for "BELLS and SWERVES BEFORE V1."
You have to be dividing your attention between keeping the jet going down the
centerline and monitoring the engine instruments for flickering guages, etc.
OF COURSE, who didn't read about that guppy guy at ONT who slammed them into
reverse during the HIGH SPEED REGIME and avoided a head on collision in the fog.
WHEEEEEW!!! And if you get the checkpilot from HELL, I guess that they could give
you something like that in the sim, but ... I think you should expect swerves and bells.
DO NOT DO A HIGH SPEED ABORT for:

CHECK GUYS
Stall shaker at rotation LOVE THIS !
door light ... And it is a FAVORITE ploy
side window popping open to display some meaningless
message on the forward
insignificant warnings display during the takeoff roll.
NOTE:
DO NOT TRY AND PUT THE BIRD BACK ON THE
RUNWAY IF YOU HAVE STARTED ROTATION !
767v18TOa
136 MIKE RAY 2003

3. ENGINE FAILURE AFTER V1 ("V1 CUT")

At a point about 5 KNOTS prior to V1 ... The Captain WILL
remove her (his) hand from the THRUST LEVERS.
When the Checkguy sees your hand come off the thrust levers ... He (She) is springloaded to ruin
your life. At that point, the "ENGINE FAIL" button is pushed on the Checkguy's secret problem
panel! I GUARANTEE THIS WILL HAPPEN on your checkride!
The event, depending on the selection made by the Checkguy, will take a couple of seconds to
develop to a spooldown, and then a couple of eyeblinks for you to notice it ...
NOTE:
in the simulator; DO NOT PUT YOUR HANDS BACK
ON THE THRUST LEVERS AND TRY TO ABORT!
The profile for the V1 CUT presented here is one that will keep you from busting the ride
right off the bat ... but, like everything else, it is NOT engraved in stone. Modify it as you
go to meet the needs of the problem.
One recommendation: If you have a FIRE INDICATION, do not be in a hurry to shut it

down. Fly on up to 500 feet and pushover before you get all involved in the QRC items.
You can use the thrust to your advantage.
4. ENGINE FAILURE AFTER V2 ("V2 CUT")

This is normally NOT a part of the check-ride, but sometimes, if the Checkguy
screws up and the V1 cut occurs too late and you are already rotating ... it does
get hairy. You will be expected to control the airplane and not hit the earth.
The BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!!
YIPE! So, here is the gouge .
ROLL THE WINGS LEVEL, and then

PUSH RUDDER PEDAL UNDER LOWER YOKE HORN.
The airplane will feel a little (lot) sloppy at this point, but it will fly with all that aileron and NO rudder
without falling out of the sky. Then, as soon as you are ABSOLUTELY CERTAIN which rudder to
push, feed it in and trim it up. Transition to the V1 CUT profile.
5. NORMAL TAKEOFF
Believe it or not, they have to observe you do a "normal" takeoff and climbout. So, don't
be surprised when it happens, just enjoy it.
767v18TOb
see more details
MIKE RAY 2003
ABORT
BELOW 80 KNOTS
A LOW SPEED ABORT is normally considered no big deal. If it is caused by
the loss of an engine, however, a pilot can really screw things up and make it
a BIG DEAL! So let's talk about it.
THE CAPTAIN IS EXPECTED TO MAKE ALL ABORTS!
There is the Homer Simpson school of thought floating around, that the CAPTAIN should
"ride" the rudder pedals whenever the lowly F/O is making the take-off so that any low
speed RUDDER HANDOFF can be handled more smoothly. This is A BIG problem
area. Personally, I DO NOT THINK THAT IS A GOOD IDEA (DUH!!!).
The opportunity for some pilot induced swerving and control problem is great; and I
find it much more desirable just to have my feet flat on the deck and "at the ready"
and if it becomes necessary: announce loudly,
"I HAVE THE AIRPLANE ... ABORTING!
If the RUDDER HANDOFF results in a bit of a swerve if LOSS OF an ENGINE or
some other asymetry is involved, it DOES NOT present a control problem.
THROTTLE ................................................................................ IDLE

AUTOTHROTTLE BUTTON on THROTTLE .... DEPRESS TWICE
IF ENGINE FAILURE:
DO NOT USE REVERSE THRUST!
There are two reasons for this:
1. FOD Damage at slow speed (below 80 knots).
2. Assymetric thrust at slow speed WILL put the aircraft
in a control situation and run you off the runway.
BRAKES ................................... APPLY MANUALLY as necessary

NOTE: there will be NO RTO below 80 KNOTS
F/O does 2 things:

CALL TOWER .... Tell them where you are and what you're doing
PA ....... Tell Flight Attendants/ PAX something appropriate like
"REMAIN SEATED"
or expect F/A to evacuate when airplane stops.
When clear of the runway, evaluate situation and consider whether another take-
off attempt is appropriate or return to the blocks. No requirement for brakes
cooling below 90 knots unless maximum braking was used (not likely).
767v18162
138 MIKE RAY 2003

ABORT
between
80 KNOTS to V1
The HIGH SPEED ABORT is probably the MOST
DANGEROUS evolution in aviation.
The current philosophy is "if it will fly ... GO!" The exception is
ENGINE FAILURE/FIRE before V1.
A GOUGE is: ABORT ONLY FOR "SWERVES and BELLS."

THE CAPTAIN IS EXPECTED TO MAKE ALL ABORTS!
THROTTLE .......................................................................... IDLE

A/T BUTTON on THROTTLE LEVERS ......... DEPRESS TWICE
REVERSE THRUST .................................... APPLY (as necessary)
NOTE: EEC will keep engines from overboosting
BRAKES ..................... (DO NOT TOUCH) verify RTO APPLIED
NOTE 1: RTO will be applied when
AIRSPEED GREATER THAN 80 KTS and
BOTH THROTTLE LEVERS at IDLE STOP
NOTE 2: Just "touching" the brakes will cause the RTO
to DISCONNECT !
If that happens, apply maximum manual brakes.
F/O does 3 things:

CALL TOWER .... Tell them where you are and what you're doing
VERIFY ..... Spoilers deployed
PA ....... Tell Flight Attendants/ PAX something appropriate like
"REMAIN SEATED"
or expect F/A to evacuate when airplane stops.
WHEN A/C STOPPED:

Evaluate ability to taxi clear of runway and advise tower.
Evaluate situation and proceed with evacuation if necessary
DO NOT SET PARKING BRAKE.
CONSULT "REJECTED T/O BRAKE COOLING TABLE" in F/H
Make a mental note of the speed at which you aborted.
DO NOT ATTEMPT ANOTHER TAKE-OFF
until maintenance has checked brakes.
If in MELTDOWN ZONE see additional restrictions in F/H
FLASH ... Current checkride scenarios may include annoying and

unimportant EICAS messages given during the HIGH SPEED phase of
the take-off. BE ALERT. DO NOT AUTOMATICALLY ABORT FOR
AN EICAS MESSAGE!!
767v18163
MIKE RAY 2003

This V1 CUT profile

is not an official or "V1 CUT"
SOP construct. It is
just my idea and it is ENG FAIL after V1
up to you to make up
your own profile. Aircraft is on the ground
There is NO SOP
way to handle this
situation.
500 ft AGL
Some pilots
or NON-STANDARD
use this gouge:
ACCELERATION ALTITUDE
"2 AMIGOs and
A VIRGIN" "FLAPS UP" on schedule
(A/T, A/S, V/S) "IMMED ACTION"
or "RE-LIGHT"
@ 500 ' "AUTOTHROTTLE OFF" as appropriate
"SET CMS"
"VERTCAL SPEED, SET (100-300)"
"FLAPS UP"
"AFTER T/O CKLIST"
TIP! NOTIFY TOWER
call for but complete
when above 3000'
TRIM requires "ENGINE FAILURE"
about 15-20
if "T" page
seconds to input.
give heading
@ POSITIVE CLIMB:
"GEAR UP
12.5
HEADING SELECT iiliiiili
lii
STEER ME TO C/L ii 1 2 ii
4
ili
i
VERTICAL
iiiliiiili
or "T" heading"
.5
iiiiliiiil
SPEED
0 6
1000 FPM
GS 136 DH 12 .5
4
ili
ii ii
i
1 2
ROTATE
ilii
F
i il i i i l i
30 30
(757) 12.5 degrees 20 20
(767) initially 12.5

15
Keep nose coming over, it will

10 10
then ease back to take a lot of pressure and

+
S A/T
11+ degrees THR HOLD 10 10 FD

yoke movement. Use IVSI ...
V2
TO 20 20 TO
"THINK LEVEL
to
PUSH...PUSH...PUSH.
V2
While on GROUND
CONTROL HEADING If desired ... MIKE RAY 2000
WITH RUDDER MAX THRUST
add thrust slowly
KEEP NOSEWHEEL GROUNDED TIP!

until VR (DO NOT ROTATE TOO SOON )
a good technique is to initially rotate VERY slowly
767v18164
TIP! DO NOT FOLLOW COMMAND BARS ON THE ADI !

MIKE RAY 2003
CMS LEVEL OFF

@ LEVELOFF (ALT CAP)
consider:
"FLAPS 5
set FLAP 5 speed + 10 kts" above 1200 feet AGL
for next approach! "CENTER A/P COMMAND"
MANUALLY make LARGE "I HAVE THE A/C and COMM"
throttle/trim/rudder change "GET OUT THE BOOK
and DO THE CHECKLIST"
"DECLARE EMERGENCY"
consider requesting
lower altitude such as
"BEST VECTORING ALT"
DO NOT TIP!
complete EPR target ~1.22
AFTER TAKE-OFF NOTIFY CO
CHECKLIST until NOTIFY F/A
above 3000 feet NOTIFY PAX
use ACARS:
IFE=inflight emer
DIV=diverting to
TO
CLB 1 2
XXX=station
GA
or
TEMP SEL
7700 to dispatch
CON CRZ
@ CMS:
"FLCH
SET CMS
MAX CON THRUST"
CON on TMC and
set thrust MANUALLY
OBSTACLE CLEARANCE
required to 1500 '
i.e; TRACK CENTERLINE
15 degree NO turns unless T page !
30 degree bank OK
bank limit
after CMS
until CMS
CMS = CLEAN MANEUVERING SPEED

MIKE RAY 2000
767v18165
MIKE RAY 2003

V1 CUT technical details

DISCUSSION: Arguably the MOST BUSTED thing on the checkride, and certainly one
of the MOST challenging events in the check scenario. Pilots that have had this actually
occur to them say it is no big deal out in the real world, but in fantasyland, things can
turn into a can of worms very quickly. Here are some tips to help you achieve success ...
and impress the checkperson.
5 V1 CUT GOOF-UPs
GOOF-UP number 1:
ABORTS AFTER V1
When you are charging down the runway, and you reach V1:
TAKE YOUR HANDS OFF THE THROTTLE AND DONT PUT THEM BACK.
Attempts to abort after V1 are always a disaster in the sim. While I realize that there have
been real world situations where aborts after V1 have been successfully accomplished ... in
the sim, an abort after V1 is NOT an activity you want to be talking about in the debrief.
GOOF-UP number 2:
PUSHES WRONG RUDDER. YIPE !
When the nosewheel is on the runway, and the airplane is still on the ground: RUDDER is
the most important control. The rudder is very effective on this airplane, and so it is NOT
NECESSARY to know which engine has failed, you merely keep the nose going down the
runway.
PUSH the rudder so that nose of the airplane goes in the direction you want it to go. In a
catastrophic engine failure at V1, there should be NO QUESTION and it will take ALMOST
full rudder extension to keep the airplane aligned with the runway.
LOCK YOU LEG as soon as you get it going in about the direction you want. Do not attempt
to make any more than little bitty rudder movements to correct.
TIP! RIGHT rudder makes the nose go right, and LEFT rudder makes the nose go left.
GOOF-UP number 3:
ROTATES BEFORE VR !
I GUARANTEE that when the PNF yells ENGINE FAILURE ! your first instinct
is to pull back on the yoke.
If you do that, the jet will head out across the infield like a scared rabbit and you will be doing a
repeat of the maneuver. SO:
Do not rotate at the point where the engine failure occurs or when the PNF yells. Keep
the nose firmly planted on the runway and wait until after VR.
It is my opinion that keeping the nosewheel on the ground for a coupla seconds after VR will
actually help this maneuver. There is NO REQUIREMENT to have the nosewheel coming off
the ground at VR. Indeed, should you decide to remain with the nosewheel on the runway
past V2, there is no restriction to preclude that.
MAX TIRE SPEED IS 196 KTS.
DISCUSSION: There is an artificial 35 ft barrier that theoretically the aircraft must clear
during FAA demonstrations; but during your check-ride, all you gotta do is not hit anything on
the way out of town to be legal.
767v18156
142 MIKE RAY 2003

GOOF-UP number 4:
IMPROPER ROTATION TECHNIQUE
When you initiate the rotation, the airplane will have a tendency to hesitate at about 8-10
degrees. This is because the wing will interfere with (blank out) the airflow to the stabilizer.
You will have to make a conscious effort on your part to pull the nose through that effect
and then return immediately to the normal rotation pressures. This all happens very quickly,
but if we are not aware of the differing pull pressures we can:
(1) Rotate too smartly and drag the tail. A TAILSTRIKE is NOT GOOD. The tail will
contact the earth IF you exceed about 11 degrees while still on the ground.
(2) Not complete the rotation to the required 12.5 degrees in a smooth and expeditious
manner, hanging up at 8 to 10 degrees. The airplane more or less flies level at 8 to 10
degrees, resulting in contact with mother earth. CFIT IS NOT GOOD! or
(3) Adding the extra pressure and holding it in too long and exceeding the 12.5 degrees ...
results in a loss of airspeed, the rudder losing effectiveness, the heading slewing into the
bad engine. Further, if the pitch remains too high, there will be lots of stick shaker and jet
will stall.
A STALL IS NOT GOOD!
GOOF-UP number 5:
NO PREPARED PROCEDURE
When you initiate this evolution, there simply MUST be a well thought out plan for
completing the necessary steps. Re-inventing the wheel each time is nonsense and makes
you look like some kind of geek.
On the previous pages, there is a plan. It may not be the best plan or even a good plan ...
but it is a plan. I suggest you sit down and go over your plan again and again until you are
ready to puke and then go over it again. You are going to be at the extreme of your mental
capability and trying to remember something this complicated or (worse yet) trying to make
something up while you are flying it is checkride suicide.
The V1 cut maneuver is going to happen on your checkride, you can count on it. So be
prepared.
TIP!
For you Captains, you know that you will have to demonstrate
a MAX WEIGHT TAKEOFF WITH V1 CUT, so dont be off in
dreamland when you are cleared with a maximum takeoff
weight and not be acutely aware that you are about to either
have to ABORT or do a V1 Cut.
767v18157
MIKE RAY 2003

"V2 CUT"
ENG FAIL after V2
Aircraft has already become airborne
As a general rule, engine failures that occur when the airplane is airborne differ from
those that occur on the ground in this way:
When ENGINE FAILURE occurs while on the Ground, RUDDER is required
as the primary directional control input, particularly when airspeed is below or near
VMCa (Minimum control airspeed in the air). On the other hand, Airborne ENGINE
FAILURES require BOTH AILERON AND RUDDER as the primary controls.
The BIGGEST PROBLEM in the V2 encounter is

pilots pushing the WRONG RUDDER! YIPE.
Because it happens, it is generally considered good form to:

1. input some AILERON FIRST, in order to determine
which yoke horn is DOWN
Note: I have heard of some instructors teaching the technique of
removing
ALL rudder pressure while "leveling" airplane with aileron ONLY
THEN
2 . P USH the RUDDER on the down horn side.
The rudder required will be about half that for a V1 cut.
The ADI "HOURGLASS" on the top of the ADI should be almost aligned. The
aileron (YOKE) should be nearly level.
These two opposing

pointers are the The bottom part
"HOURGLASS" is called the
"SKY POINTER"
GS 165
352
F 30
30
NOTE: The BALL on the ADI
20 20 is not maintained to any
accuracy and is not
10
10 considered primary
longitudinal trim information.
DO NOT USE IT TO TRIM
S A/T
10 THE RUDDER. It is
10 FD
TH HOLD considered GOOD FORM to
TO TO trim the yoke level.
767v18166
144 MIKE RAY 2003

NOTE: This is the EXTREMELY SIMPLIFIED

version of the V2 CUT maneuver. This is how to
save your bacon for dummies.
You may think that I am being facetious when I say that at the moment you will
need this technique, your brain will also be suffering from some form of task
saturation. During your study time, you should be creating a simplified image of
what you are supposed to do so that recall can be unhindered by complexity..
STEP 1:
ROLL YOKE
TOWARDS
"SKY POINTER."
STEP 2:
PUSH RUDDER
ON SIDE OF
LOWER YOKE HORN.
STEP 3:
SIMULTANEOUSLY
LOWER NOSE TO
12.5 degrees
(11 degrees on 767)
If you have the presence of mind (and the Check Airman would be
very impressed) request a straight ahead clearance instead of
attempting to comply with some complicated departure procedure.
You may not get it, but it will certainly earn a few brownie points
(You may need them).
767v18167
MIKE RAY 2003

V2 cuts and upsets are interesting,
BUT
... ARE THEY REQUIRED
ON A CHECKRIDE?
You may have the question about whether or not such events as
a V2 cut are required during a Checkride. The simple truth is this. If the
Checkpilot should inadvertently activate a "Loss of engine" scenario after
Vr and you are subjected to an engine failure after take-off (that is, a V2
cut) then you will be expected to control the airplane and successfully
avoid contact with the ground. It is also considered fair ( and I think you
should EXPECT IT) to fail an engine during the engine spool up on a
missed approach; so, is a V2 cut a required maneuver? The answer is
that it could be.
Can we talk ?
In a similar way, the "UPSET" is
not a required event on a checkride, but
you can bet your bippy that if you
encounter an upset event on your
checkride, that you will be EXPECTED to
avoid contact with the ground. So, I offer
to you the argument that these are, in
fact, required items.
Therefore, I think that some discussion

should take place regarding these events.
767v18168
146 MIKE RAY 2003

In the "REAL WORLD," of course, there are a whole bunch of ways to tip over:
Wake turbulence, penetrating a TSMS, windshear, following another 757 too
close, and a whole host of unknown reasons to surprise the unsuspecting aviator.
U PS ET
However, there are basically four ordinary ways to get this bird upside-down on
a Simulator Ride; although I am certain that there is some ingenious pilot out
there who can devise some unique way.
FIRST: Single Engine Go-Around on Autopilot. This could occur during

a CAT III approach with engine failure above 200 feet AGL. What
happens is that the Autopilot kicks off and "CENTERS THE RUDDER"
(INCREDIBLE !!!) at 400 feet if another roll mode is armed or at ALT CAP
when the airplane gets to Missed Approach altitude.
SECOND: V2 cut. If engine failure occurs at low airspeed and high
power settings such as just after liftoff or during missed approach ... and
the pilots pushes the WRONG RUDDER !
THIRD: At cruise altitude with engine failure. If airplane is unable to
maintain altitude on single engine thrust, but is forced by the pilot to stay at
that altitude; at some point the airspeed drops below that where
autopilot/rudder is able to maintain control.
FOURTH: Stall and roll due to inattention to decreasing airspeed. This
occurs, typically, in the simulator when the auto-throttle is disarmed or if
MCP left in V/S during climb following an autopilot engagement after a
manual go-around ... usually, given this opportunity, a Check Airman will
introduce some distracting irregularity or emergency procedure.
Here is the GOOD NEWS !
You can recover if you know what to do.
767v18169
MIKE RAY 2003

continued Here is the 1 - 2 - 3 of what to do. You are going to be

VERY confused at the moment that this occurs. It
U PS ET will take a conscious effort on your part to stare at the
ADI and pick out the "SKY POINTER."
PILOT confirming the UPSET

will calmly call out "ATTITUDE"
Disconnect both
AUTOPILOT and
AUTO-THROTTLE
STEP 1:
DETERMINE LOCATION OF "SKY POINTER"
and note which side of the instrument
the sky pointer is on
(in our example it is on the RIGHT side) .
GS 163
340 This little triangle
F is the
40
"SKY POINTER"
30
20
10
40
30
20
10
S
A/T
SPD FD
SPD HDG SEL
NOTE: BLUE is UP and BROWN is DOWN. It

is a feature of the ADI that it will ALWAYS show a
tiny bit of BLUE at some point on the instrument.
767v18170
148 MIKE RAY 2003

STEP 2:
NEUTRALIZE ALL
YOKE BACK PRESSURE !!!
STEP 3:
ROLL YOKE
TOWARDS
"SKY POINTER."
STEP 4:
PUSH RUDDER ON SIDE
OF LOWER YOKE HORN.
STEP 5:
WHEN "SKY POINTER"
ROLLS TO UPPER PART OF ADI,
(DO NOT add back pressure until after rolling upright)
GENTLY BEGIN PULL UP
or PUSH OVER.
It cannot be over emphasized the sensitivity of the airplane at this point.
DO NOT pull the airplane aggressively for two reasons:
1. Secondary stall will cause additional upset problems
and 2. You can pull the wings off the bird. Excessive "G" loading
could easily result in structural failure.
STEP 6:
ADJUST POWER AS REQUIRED
767v18171
MIKE RAY 2003

STANDARD TAKE-OFF
profile
You can expect on the checkride to make at least ONE normal, garden
variety takeoff and departure.
17.5
REDUCE PITCH
to about 1/2 from
what you have to
maintain
V2 + 15 knots
or whatever it takes ACCELERATE to CMS
to keep V2 + 15
Do not exceed 25 degrees RETRACT FLAPS
on schedule
GS 195
823
F 10 10
30 30
20 20
10 10
"FLAPS 1"
S A/T "VNAV" or
THR HOLD
"CLIMB MODE"
FD FD push FLCH and
set CMS speed
@ 800 feet
"POSITIVE CLIMB
(Both IVSI and
kts
baro altimeter)
GEAR UP
15
HEADING SELECT or BANK ANGLE

+
LNAV" during flap retractions

V2
DO NOT EXCEED 15
NOTE 1: On the Checkride (and in real world) you may hear a PIREP from another
airplane experiencing a LOSS OR GAIN OF AIRSPEED. Be alert, even though that guy
may be landing, it may be a good idea to ADD SOME EXTRA SPEED to accommodate the
potential for airspeed loss. V2 + 15 is NOT ABSOLUTELY REQUIRED!
NOTE 2: Regarding the use of "VNAV" versus "CLIMB MODE." If the departure requires a
level-off prior to 3000 feet (such as LAX westbound), it is generally considered good form to
use the "FLCH-CMS" technique. The reason is that when you level off below the
programmed altitude on the cruise page, it dumps VNAV and goes to ALT CAP. Then the
ALT HOLD window will open at EXISTING SPEED and the throttles will retard to maintain
that airspeed as the nose pushes over. Very alarming to unsuspecting Captains and
passengers.
767v18106
150 MIKE RAY 2003

AFTER TAKE-OFF
CHECKLIST
above 3000 feet
Transition to 250 knots.
set 250 KTS on MCP S
or VNAV. NOT
250 K
3000 feet
ed
e
sp g
rin
eu S
a n CM
ve
above 1200 feet
@ CMS
nm
AUTOPILOT OK
a
cle
"CENTER AUTOPILOT COMMAND"

CAPT - APU OFF (if appropriate)
PNF - AFTER T/O CHECKLIST
"FLAPS UP" above 3000 feet
retract flaps
on schedule
WHAT PILOTS SCREW UP: They

BANK ANGLE call for and/or raise the flaps to the
during flap retractions UP POSITION prematurely. It is
DO NOT EXCEED 15 essential that the minimum flap
if below maneuver speed (flaps 1 to 0) be observed before
speed for flaps moving the flap lever to UP. It is particularly
important with a heavy airplane after take-off.
DISCUSSION: Here is a thing to be aware of. It is possible to get SLOW SPEED BUFFET
after take-off even though the aircraft is flying at CLEAN MANEUVERING SPEED. A
common place is where high angles of bank are being used with a heavy airplane right after
take-off, particularly when complying with ICAO climb parameters. It is relatively common
during the departure out of MILAN, ITALY (for example) in a heavy 767-300 where you are
climbing in a racetrack pattern to clear the Alps. The same thing holds true for a 757 holding
at high altitude, such as inbound to LAX. The reason is that airspeeds calculated by the
FLIP CHART DO NOT take into account compression of the air. (What does that mean?)
CMS speed at altitude MUST be adjusted.
At altitude ADD 20 kts

UNOFFICIAL
Mike Ray recommendation: to CMS and MIN
At 15,000 MSL: A DD 5 knots HOLDING SPEED.
At 25,000 MSL: A DD 10 knots
At 35,000 MSL: A DD 15 knots
Here is an easy gouge: ADD 20 knots
ABOVE 35,000 MSL: ADD 20 knots to those FLIP CHART minimum speeds
when entering hold or making turns at
altitude.
767v18107
MIKE RAY 2003

CFIT
Controlled Flight Into Terrain
DISCUSSION: EVERY checkride WILL PROBABLY include a CFIT event ... expect it.
Even if the Check Airman has to be really creative (invent terrain) to fit it in ... it PROBABLY
WILL occur.
The question is: How can we expect it to occur.? A great place is just after a
missed approach. You naturally request an intermediate leveloff altitude, clear of terrain,
but above MVA (minimum vectoring altitude). BINGO ... on one of your vectors - expect
CFIT! If necessary, the Check Airman will (1) clutter the radio with unnecessary chatter;
such as a request to speed up, (2) give you a "DISTRACTOR;" such as a cargo
compartment fire, or (3) the "Old Lost Comm" trick. All legal, all within the rules, all
considered fair.
BUT ... you can be ready . Anytime there is a lull in the activity or an unusual
break in the flow of the checkride, ... EXPECT SOMETHING ! Look at four (4) things:
1. Airspeed Indicator speed drum ... is it unwinding,

are you about to stall?
2. ADI RA indicator ... Is the terrain rising?
3. HSI ... Where are you?
4. MCP ... ensure AUTOTHROTTLE engaged
and V/S NOT selected !
The Check-guys are concerned about pilots attempting to execute a

response with the SPEEDBRAKE OUT! So here is a MIKE RAY RULE.
WHEN YOU HAVE THE SPEEDBRAKE OUT,

KEEP YOUR HAND ON THE KNOB
You don't have to wait for the GPWS warning, if you even think you are
getting into a CFIT, GET OUT OF THERE. It is possible that if you wait
for the warning, it just may be too late ... even in the SIM!
"WHOOP - WHOOP - PULL UP - PULL UP - TERRAIN"

PF DOES THESE THINGS IMMEDIATELY and SIMULTANEOUSLY:
1. SLAM THROTTLES TO STOP
2. AGGRESSIVELY PULL BACK ON YOKE
Looking for 15 degrees pitch on ADI
3. DEPRESS G/A BUTTON ON THROTTLES
4. DEPRESS AUTOPILOT RELEASE ON YOKE
5. TELL PNF "AUTOTHROTTLES OFF"
The PNF does these three things:

1. BACKS UP THROTTLES
2. TURNS OFF AUTOTHROTTLE SWITCH on MCP
3. CALLS OUT TERRAIN CLEARANCE and ALTITUDE.
MAKE CERTAIN THE SPEEDBRAKE IS RETRACTED !
152
767v18CFIT
MIKE RAY 2003

REDUNDANT
FIXES in DATA BASE
DISCUSSION: AWARENESS of a potential problem is the greater part of
avoidance. This problem I am about to describe has caused at least one guy
to "BUST" that I know of.
SAME (DUPLICATE) THREE (FIVE) LETTER IDENTIFIER

The FMC DATA BASE has bunches of redundant fixes. Some have the same
three letter identifier. In general, when one of these is selected; such as IRW
or SMO the CDU will prompt you by showing all the similar identified fixes in
the database and giving their LAT/LONG coordinates. In general, a workable
rule of thumb is that the top one will "MOST LIKELY" be the one to select.
However, ONE CAN NEVER BE CERTAIN WITHOUT REFERENCING THE
CO-ORDINATES. This is pretty straight forward and I don't think I need to
say much more about that;
SAME NAME but DIFFERENT IDENTIFIER

BUT ... did you know that there are two (2) KIOWAs and two LAS VEGAS
and two etc in the box. More than one poor sucker has been given a vector to
Kiowa; typed K-I-O-W-A in the CDU scratchpad, DIR INTC and LNAV ...
ONLY to discover after the "BUST" and during the debrief that KIOWA is
somewhere out by Omaha. Yup, that's right. "IOC," the fix called "KIOWA" is
the one near Denver and it is not identified as KIOWA.
Of course, the Check Airmen know all those little quirks: So here is a
little gouge for you to protect yourself.
Whenever you are cleared somewhere direct and that magenta line
goes squirting off the HSI screen ... look up at the upper left corner of the HSI.
That little number is the distance to that fix. Does it look right?
Or ...if you are using the FIX page on the CDU;
ask yourself if the BRG/DIST looks right? AND always ask the OTHER
PILOT how it looks before executing it!
NOTE RE: FIX PAGE on CDU

A sidenote re: the BRG in the FIX CDU PAGE:
The BRG numbers are the bearing 265 NM TRK 244 M 0743.7Z
FROM the fix to the airplane.

for example: 040/121
The airplane is bearing 040 degrees 220
250
280
FROM the Fix, or

the Fix is 220 degrees from the airplane.
This is really useful down in Latin America,

where CENAMER CENTER is continually
asking for your radial/distance from
designated fixes. You just put in the FIX and 13
read right off the screen. Voila!
767v18161
MIKE RAY 2003

OVERSHOOT, GO-AROUND
and/or
MISSED APPROACH
The maneuver known as "OVERSHOOT", "MISSED APPROACH" or "GO-AROUND"
is included in the CRITICAL MANEUVERS section for two reasons:
First: The Autopilot/Flight director is so complex and has tricky parts that
make it difficult to understand. It is NOT intuitive;
Second: Pilots screw up on this maneuver and "BUST" their checkride as a
result with suprising frequency.
So, Let's understand some of the less understood operating techniques involving the
Autopilot/Flight Director during the Missed Approach/Go-Around.
MISSED APPROACH ALTITUDE

RULE 1: (or suitable target altitude)
MUST BE SET IN MCP.
None of this GO AROUND stuff will work if when:
"G/S on ADI turns green" or

upon arrival at MDA with ALT CAP
MISSED APPROACH ALTITUDE IS NOT SET IN MCP !
If there is one thing that the pilots screw up more than anything else, it is
this. So here is
the "ALT CAP" RULE:
when ALT CAP is annunciated on the ADI

(if descending) ... SET NEXT ALTITUDE !
(if climbing)......... SET NEXT AIRSPEED !
of course; ONLY SET THE ALTITUDE IF YOU ARE ACTUALLY CLEARED TO THAT
ALTITUDE .. such as, "CLEARED FOR THE APPROACH."
A-B-C GOUGE
after a missed
approach A - at ALT CAP
when at B - BUG UP
"ALT CAP" C - CLEAN UP
767v18172
154 MIKE RAY 2003

AUTOPILOT STUFF
important stuff you gotta know
TAT +18c GA
1.8 1.34 1.8 1.34

1.0 1.0
1.4 1.4
EPR
about the
6.5 6.5
N1
123 123
AUTOPILOT/MCP/AFDS
EGT
STATUS
ARMS
L C R
HYD QTY 0.96 0.98 1.00

APU EGT 338 RPM 99
OXY PRESS 1650
What 2 things ARM the G/A MODE of the AFDS? GND PROX BITE
1: When GLIDE SLOPE is captured, or RUD
2: FLAPS are extended AIL ELEV AIL
NOTE: There is NO ADI annunciation of the G/A MODE

being armed. However, a little G/A will be annunciated at
the middle of the top of the UPPER EICAS for the TMC.
AFTER A MANUAL GO-AROUND

To re-engage the AUTO-PILOT above 1200 feet AGL:
STEP 1: Call for "CENTER AUTOPILOT COMMAND"
This will put the airplane in V/S mode
NOTE: V/S mode is UNDESIRABLE !

It is a STRICT NO-NO because it places the
airplane at "STALLRISK". Incredible!
STEP 2: PUSH G/A SWITCH on the throttle again

This will give us 2000 fpm or BUG SPD
STEP 3: RESELECT LNAV or HDG SEL

NOTE: (essential) Look at ADI to confirm
CMD and A/T annunciated
If autothrottle operation desired Some pilots

and both engines operating:
call this the
BIG "V"
STEP 4: RE-ARM AUTOTHROTTLE SWITCH
3 1
JUST TO REITERATE:
DO NOT FLY THE 2
MISSED APPROACH in V/S
767v18173
MIKE RAY 2003

Doing the CLOSE-IN 2 ENGINE

MANUAL GO-AROUND
The MOST IMPORTANT thing to do is:
ROTATE
15
The secret of this maneuver is to do
THREE THINGS SIMULTANEOUSLY !
PUSH GO AROUND button on the THROTTLE:
This will provide the following guidance
o
Vertical speed 2000 fpm until BUG SPEED reached
AIRCRAFT TRACK at time of selection
NOTE: The A/C TRACK is locked in WHEN you push the G/A button, so it
is better to push the switch ASAP before the heading slews too much.
ROTATE:
AIM FOR 15 degrees on the ADI
NOTE: DO NOT FOLLOW THE FLIGHT DIRECTOR ... initially. Aim for the
15 degree mark (12.5 degrees for Single Engine) until Flight Director
"catches up"
ADD POWER:
SMOOTHLY but AGGRESSIVELY all the way to the firewall.
The engine will be protected from overboost.
Here is the spoken litany one MUST recite on the MISSED APPROACH!
Learn it by heart, treat it as ONE CONTINUOUS PHRASE."
"GO-AROUND THRUST"
"FLAPS 20" (or 5 if single engine)
at positive climb, "GEAR UP"
"HDG SEL or
LNAV (only on 2 eng)
NOTE: You may arm LNAV or HEADING SELECT below 400 feet, but in G/A
mode these functions will not become operable until passing 400 feet.
767v18174
156 MIKE RAY 2003

CLOSE-IN (below 1200 feet)

SINGLE ENGINE GO AROUND
manual control
NOTE: Current directives dictate that: "ALL SINGLE ENGINE GO-
AROUNDS BELOW 1200 FEET AGL WILL BE MANUALLY FLOWN."
ROTATE
The secret is to do
5 Things simultaneously! ROTATE
ROTATE ROTATE
ROTATE
DISCONNECT ROTATE ROTATE
AUTOPILOT
3 12.5
YOKE
ROTATE
PUSH DISCONNECT THINGS
BUTTON ON YOKE.
767 11
ROTATE GS 165
F 30
30
352
SMOOTHLY but 20
10
20
AGGRESSIVELY
10
S A/T
AIM FOR 12.5 degrees

10
G/A 10 CMD
GA GA
RUDDER and ROTATE

AILERON
First roll the YOKE
and THEN
push the RUDDER
under lower yoke horn
and center the hourglass
THRUST
SMOOTHLY but 2 THROTTLE
THINGS
NOTE: The autothrottle drops
ENG
VALVE
SPAR
VALVE
REV
ISLN
ENG
VALVE
SPAR
VALVE
AGGRESSIVELY off at 20% N2 on the 757,

L
FUEL CONTROL
RUN
R
advance throttle however, this should not be CUT OFF
to the stop confused with the FUEL L ENG R ENG
CONTROLLER or the EECs.

LIM PROT LIM PROT
They will continue to operate

PUSH G/A and will NOT allow the engine to
"overboost."
SWITCH on "G/A THRUST
FLAPS 5
THROTTLE. POSITIVE CLIMB
GEAR UP
What PILOTS SCREW UP: I SAY AGAIN ... HDG SEL"
They don't rotate soon enough
and aggressively enough. ROTATE!
DID I MENTION ROTATE!
157
767v18178
MIKE RAY 2003

more thrilling ...

AUTOPILOT GOTCHAs
If during an approach, a manual GoAround is initiated with the AUTO-
PILOTS DISENGAGED, then it will be necessary to push the GO-AROUND
SWITCH on the Throttles to get the Flight Directors and the Auto Throttles out of
the APPROACH mode and into the GO-AROUND mode.
If after manual go-around, without flight director or autopilot engaged and

an AUTO-PILOT is engaged above 1200 feet, the AFDS (automatic flight director
system) will revert to V/S and HDG HOLD . You simply MUST remember that V/S is
BAD when in this situation. To re-engage the G/A mode you will have to depress the
GO-AROUND switch on the throttle once again.
DEFAULTMODE ON MCP
(when autopilot initially engaged) IS ...
HDG HOLD and V/S
This is NOT GOOD ! BIG "V"
3 1
use the BIG "V" ...
2
During an ILS approach, with the autopilot coupled and the

G/S and LOC are both captured (GREEN on the ADI); there are only
TWO "autoflight" ways to "Get out of the APP mode." Say Boston
Center says, "Level off at 1500 feet and turn right heading 090."
PUSH G/A BUTTON ON THROTTLES. fo llow that with...

ALT HOLD or V/S, and since a turn off localizer is desired
HEADING SELECT.
OR ...the more complex book procedure: Here's how you do that:
1. TURN OFF AUTOPILOTS

2 . TU RN OFF FLIGHT DIRECTOR SWITCHES AND BACK ON
3. RESELECT AUTOPILOT COMMAND
... then: HOLY COW? wait a minute! ... We are in HDG HOLD and V/S!
So, it will then be necessary to
4. REARM AND RESET THE APPROPRIATE
VERTICAL AND HORIZONTALMODES
(i.e; Hdg sel and vertical speed)
767v18176
158 MIKE RAY 2003

ALERT ... ALERT ... ALERT

CAT III ENGINE OUT GO AROUND WARNING:
Current directives from Training Kingdom Headquarters DICTATE
that: "ALL ENGINE OUT (SINGLE ENGINE) GO-AROUNDS BELOW
1200 feet WILL BE MANUALLY FLOWN."
If, however, you elect to use autopilot to go around from a MULTIPLE auto-pilot
approach because of an ENGINE FAILURE above 200 feet; you are the MOST
CURSED OF PILOTS.
The airplane is a wonderful SINGLE ENGINE AIRPLANE when two or three

autopilots are operating. It can fly the approach and track the centerline on landing
with great rudder control. Miraculous! But would you believe it, when the Miss is
executed; a VERY DANGEROUS evolution is set in motion and we are placed in an
awful place with a big opportunity to get the airplane UPSIDE-DOWN.
During the SINGLE ENGINE GO AROUND on MULTIPLE

AUTOPILOTS; that is, during a CAT III (AUTOLAND) approach: When
either
ANOTHER ROLL MODE IS SELECTED.

This occurs when you
ARM HDG SEL and pass through 400 feet
ALT CAP at MCP ALTITUDE
AUTO-PILOT DISENGAGED
then:
... THE RUDDER WILL CENTER !
Incredibly, the AUTOPILOT will release the pressure that it
has been holding INSTANTANEOUSLY and the airplane
WILL ROLL OVER ... UNLESS the pilot intervenes.
In order to avoid disaster you must have your feet positioned ON
THE RUDDERS so as to take control of the airplane when the
autopilot lets loose, and you MUST TRIM IT !
NOTE: The a utopilot doesn't totally "kick off," but the "extra" trim is
removed and the airplane reverts to the original SINGLE autopilot
and the single remaining autopilot may kick off on its own ... you may
go up-side down if you don't get your feet on the rudder pedals.
IF ... THEN WARNING: If you are in the habit of flying the

simulator with your feet on the floor instead of on the rudder
pedals ... expect this to happen to you!! BE ALERT !.
767v18177
MIKE RAY 2003

HOW CAN WE SCREW UP A GO-AROUND?

Here are a couple of the more pertinent idiosyncracies of doing a Go-Around.
DO NOT attempt a Go-Around on Single Engine with a single AUTO-PILOT!
DO NOT Go-Around on single engine below 1200 feet using the Autopilot..
DO NOT G/A in V/S (Vertical Speed Mode)!
DO NOT engage autopilot without BIG V.
DO NOT DELAY ROTATION during CLOSE-IN G/A!
DO NOT push wrong rudder on S/E!
Throttle, then yoke, then rudder under lower yoke horn.
DO NOT operate two engines without A/T engaged.
The "BIGGIE": If you have not previously set in the missed
approach altitude; when you select G/A ... the airplane will
just sit there and look at you. It is satisfied that it is where
you want it to be. That is the NUMERO UNO mistake pilots
HOW TO SHUT OFF the GO - AROUND STUFF

How you shut this thing OFF depends upon whether: 400 feet
1. Is airplane descending?
2. Is airplane below 400 feet? or
THEN: use this technique
If G/A is selected and the airplane is descending or is below 400 feet : Then
the ONLY way to get AFDS things out of the G/A mode, whether a manual or
auto G/A, is to
STEP 1: DISENGAGE ALL AUTOPILOTS
STEP 2: TURN OFF BOTH FLIGHT DIRECTOR SWITCHES
and if flaps are at 25 or 30 degrees and it is desired to take Autothrottles out of
GoAround mode;
STEP 3: TURN OFF AUTO THROTTLE SWITCH on MCP.
Remember that it is NOT DESIRABLE to operate
the Airplane without the Autothrottles engaged.
1. Is airplane level or climbing? or

2. Is airplane above 400 feet?
THEN: This stuff applies 400 feet
The AFDS can be taken out of GO-AROUND mode by selecting another
ROLL or PITCH MODE:
NOTE: If only a ROLL MODE is selected, the PITCH MODE
remains in G/A MODE and if only a PITCH MODE is selected,
the ROLL MODE remains in G/A MODE.
In either case; if multiple AUTOPILOTS are engaged,
two will disengage and leave the first one that was
engaged still operating.
160
767v18175
MIKE RAY 2003

Some pilots call this
AUTOPILOT OK above 1200 feet THE
BIG "V"
To engage A/P:
1."CENTER AUTOPILOT COMMAND"
2. PUSH G/A switch on throttle
3. Reselect HEADING or LNAV
then: Monitor ADI for "CMD" annunciation 3 1
DO NOT CONTINUE WITH AUTOPILOT IN V/S
2
@ ALT CAP
set
NEXT AIRSPEED
Don't forget to Talk to PAX and
some pilots use the gouge: FLIGHT ATTENDANTS
A @ ALTCAP
B BUG UP
C CLEAN UP
1.22
ON S/E G/A
AT LEVEL OFF, expect
I suggest that you keep 5 degrees Flap
LARGE throttle movement
and set up for another approach, Keep
and power correction and trim
the speed down to FLAPS 5 speed + 10
rudder accordingly. You will
KTS. Get ready for the next approach.
go from about 1.44 epr to
about 1.22 epr.
CALL TOWER: If visual, tell them you are on the

miss and determine whether or not they want you
to fly the "PUBLISHED" MISSED APPROACH.
NOTE: In the "REAL" world, consider flying the
published missed approach procedure only if you
are actually on a published approach unless, of
course, you hear otherwise. I remember the
story of a crew going into ORD, unable to contact
the tower because of radio clutter, they flew the
p[blished miss and had TWO near misses on
their way through the pattern. HEADS UP!!
DO NOT change the configuration of
the airplane until approaching
DO NOT raise the gear until a
MISSED APPROACH altitude
positive rate is ensured. It is
possible to touch down
during the Go-around.
5 min
Consider using MAX CONTINUOUS
THRUST if the time to climb to Missed
Approach altitude is over 5 minutes
(maximum time allowed at T/O power).
MIKE RAY 2003

GROUND PROXIMITY WARNINGS

"ROTATE ! "
FOR TERRAIN and WINDSHEAR WARNINGS
PILOT FLYING (PF): IMMEDIATE ACTION ITEMS:
There are three IMMEDIATE things to do;
and the Pilot must do them simultaneously and AGGRESSIVELY:
PULL YOKE BACK
SLAM THROTTLES FORWARD
AIM FOR 15 degrees
if you remember, it is nice to "PUSH GO-AROUND SWITCH"
PILOT NOT FLYING (PNF): IMMEDIATE ACTION ITEMS:
There are only three things to do;
TURN AUTOTHROTTLE SWITCH on MCP ... OFF
BACK UP THROTTLES
CALL OUT VERTICAL SPEED, AIRSPEED, and ALTITUDE
DO NOT TAKE TIME TO EVALUATE WARNING SOURCE
... unless it is VERY obvious; GET OUT OF THERE !
5
AUTOTHROT
ARMING
SWITCH
"OFF"
4
A/P ENGAGE
L C R
SPEED BRAKE
F/D F/D
F F
ON ON
108.05 065
R C
108.05 065
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LOC
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RETRACT
UP
VOR/DME VOR/DME
GS 523 DH 109
3540 N5528UA GS 523 DH 109
HDG REF
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R A
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30 i i il i i i l i
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RESET FS
3
- - - -
SWITCH
- - PULL
- -
- - - -
- - - -
- - - -
PITCH
- - - -
INIT
REF
DIR
RTE CLB
DEP
CRZ DES
EXEC
INIT
REF
RTE CLB CRZ DES
EXEC
"PUSH"
rotate towards
LEGS HOLD PROG DIR DEP HOLD PROG
INTC ARR LEGS
INTC ARR
FIX FIX
D
PREV
A B C D E D A B C D E
NEXT M PREV NEXT M
S S
SP AKE
PAGE PAGE S PAGE PAGE S

P
BR
P
Y F G H I J G
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1 2 3 1 2 3
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A A
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L L
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U V W X Y U V W X Y
. 0 +/- . 0 +/-
Z DEL CLR
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ADI ADI
FLAP
109 109
DOWN
APL NOSE DOWN
APL NOSE DOWN
RANGE BRT RANGE BRT

160 320
ARMED 160 320
80 HSI 80 HSI
40 40

10 MAP 10 MAP
ON ON
PLAN PLAN
MAP MAP
S T
T R
7
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE
2
APL
APL 0
0 NOSE
P NOSE
FUEL CONTROL DN
DN 2
A 2 L R
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K 4 RUN 4
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CONFIGURATION
R B
8
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AUTPILOT
A T
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K R NORM CUT OFF
R 10
10 I
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APL 14
NOSE
C R
"MAINTAIN"
STAB TRIM
disengage
WX RADAR L ENG ENG BTL ENG BTL R ENG
NORM TEST ARMED
1 DISCH
MID 10
FWD AFT
15
5 DISCH C
PRECIP UP DISCH A
LEVEL
0 R
MAX
DOWN
L R 1-BTL DISCH-2
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15
(Use yoke switch

PRECIP DOPPLER
APU
10
F
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DISCH
BOTH
T H DISCH
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124.90 120.95
under thumb)
V C
H O
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F
FREQ SEL M
O
A H
F M
A UA COMM WX RQST
I
ON
8
MIC SELECT
VHF-L VHF-R PA FLT SERV K
INPH INPH
MASK RETURN ON
MODE DIM 6 FLT
INPH INPH
MASK
PA VOR ADF ILS MKR
PTT BOOM
L C R BOTH
VOICE RANGE
1
N PTT
N C
5273 L R BOTH
ATC
VOICE RANGE
NAV BELOW REL BELOW REL
FILTER
XPDR
STBY TA FAIL L R
TFR
TEST TA/RA
1102.5 850.0
THRUST
NAV FILTER
IDENT
A TONE
D OFF ON TCAS/ATC
F
"ADVISE"
SLEW RESET TEST MSG PAPER FAIL
ADF ANT F F
R C
E 109.90 249 R
Q S
"MAX"
TEST
DATA PRINTER
ILS
FULL
PNF HOLD
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15 10 5 0 5 10 15
PAPER
FIRE/OVHT TEST
SYS FAIL AILERON NOSE NOSE

THROTTLES
WELL CARGO
R
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LEFT RIGHT D
FAIL WING
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P-RESET WING E
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767v18226

MIKE RAY 2003
GROUND PROXIMITY WARNINGS

FOR TERRAIN and WINDSHEAR WARNINGS
This procedure undergoes continuing scrutiny and attention. The reason for the concern
is obvious, we want to maximize our chances of successfully overcoming the
WINDSHEAR and CFIT challenge.The two procedures have the same suggested target
pitch. It has been a topic of discussion for many years. It was 20 degrees fro awhile, but
right now, it is 15 degrees.
Here is your memory item:

WINDSHEAR and GPWS......... GO TO 15 degrees
There is an inconspicuous note at the bottom of the page
in the Flight Handbook, let me reiterate it for you:
During day, visual conditions, with terrain and obstacles clearly
in sight: immediately take positive corrective action until
warning ceases and/or terrain clearance is assured.
1: THRUST ................................................MAXIMUM
AGGRESSIVELY "slam" the throttles to the stops. The PNF is expected to back up the
throttles and hold them forward until the AUTOTHROTTLE is disarmed.
2: AUTOPILOT ........................................... DISCONNECT
3: PITCH ATTITUDE ............................ROTATE TOWARDS 15 degrees
SMOOTHLY but AGGRESSIVELY pull the nose towards 15 degrees. You are
trying to "tease" the stick shaker. Stop the rotation immediately if buffet occurs.
If windshear is encountered during the TAKEOFF roll and an ABORT is not

practical: no later than 2000 feet from the end of the runway, rotate towards 15
3: SPEED BRAKE .................................. RETRACT

4: AUTO THROTTLE ARM SWITCH....... OFF
PF "CALL" for the MCP ARM switch "OFF," pushing the throttle disarming buttons is
not a total solution because the autothrottles will continue to remain "armed."
5: GO-AROUND SWITCH..........................PUSH
Depressing the GoAround switch MAY activate the AUTOFLIGHT WINDSHEAR
RECOVERY SYSTEM; that is; the PITCH LIMIT INDICATOR is displayed on the ADI.
6: CONFIGURATION.................................MAINTAIN
DO NOT change flap, gear, or trim position until terrain clearance is assured.
Once you get the pitch to 20 degrees and if you are still descending, increase in teeny-tiny
increments until you are tickling the STICK SHAKER. That is the upper limit. ALWAYS
respect the stick shaker ! PNF: CALL OUT RADIO ALTIMETER and ALTITUDE TREND
7: ATC.........................................................ADVISE
YOU ARE REQUIRED BY FARs to Advise ATC with Pilot Report of the Windshear Hazard.
Useful on TOWER frequency because other airplanes can hear your report.
227.CDR
MIKE RAY 2003

A BRIEF DISCUSSION ABOUT:
CANPA, CROD,
and CDAP
CANPA: Constant Angle Non Precision Approach
This is defined as flying the approach from the Final Approach Fix to the
Missed Approach Altitude using a constant angle.
CROD: Constant Rate Of Descent
This is defined as flying the approach from the Final Approach Fix inbound
to the Missed Approach Altitude using a constant rate of descent.
CDAP: Constant Descent Approach Procedures
This is defined as flying that part of the approach from .3 miles outside the
FAF to MDA + 50 feet using a predetermined Vertical Rate of Descent.
The airlines and the FAA have decided that it would be alright if pilots
flew that small but important portion of the approach from the FAF to
the MDA using a constant descent rate. It is a big deal in some
quarters and falsely raises the spectre of HUGE changes in the way
we fly approaches.
The reality is:

1. We will still be using dive and drive techniques for those portions
of the approach outside the FAF.
2. The only place where there are changes is in that portion of the
approach from the FAF to the MDA. All the rest is the same as before.
3. Also, this will ONLY apply to Non-Precision approaches even

though the airline reminds us that ALL approaches will use CDAP.
4. Precision Approaches (ILS based glide-slope) have always been

descent-rate controlled by their very nature, so they will be flown
using the same basic techniques.
FAF
MAP
164 MIKE RAY 2003

A BRIEF DISCUSSION ABOUT:

Has also been referred to as:
CANPA: Constant Angle Non Precision Approach

and
CROD: Constant Rate Of Descent
The FAA and the Airlines have agreed that from now on:
CDAP (Constant Descent Approach

Procedures) MUST be used.
Stipulations in the agreement are that once the crews are trained, then
CDAP will be the ONLY type

of approach to be used
and further, it has been determined that
ALL approaches,
whether precision, non-
precision, or Visual will be
flown using the CDAP.
Now, on the surface that all looks like finally we will be done away with the old
dive and drive and a much more modern and simpler approach model will be
used, making life easier on the working line crews.
Whoops! Not so fast there, Ace.

It seems that the dive and drive with all its warts and
hickeys is still the operative vertical navigation
technique up to the FAF (Final Approach Fix) and the
CDAP is to be used ONLY in that Final Approach
Segment (FAS) from the FAF to landing/go-around.
MIKE RAY 2003

Introducing
CONSTANT DESCENT
APPROACH PROCEDURES
Soon everything we held dear and sacred will become passe
and old school. I am referring to the dive and drive technique
of flying the approach that we have come to appreciate.
Sometime in the first part of 2004, the switch-over will occur to

CDAP (Constant Descent Approach Procedures). No one seems
to know just when or by what mechanism the pilots will be
notified; however that day will come when it is determined that all
the pilots are qualified.
Here is a Mike Ray view of what is in the mill right now. Look it
over and give me a notification if it is like what you encounter at
the training center.
mikeray@utem.com
NO MORE PDP CALCULATION REQUIRED!

YIPPEE-KI-YO-KI-YAY!!!
No more of that overly complex and virtually impossible to figure PDP
(Planned Descent Point) calculation required. However, before you get
all excited, the PDP has been replaced with an equally distracting and
annoying VERTICAL SPEED COMPUTATION.
MINIMA CRITERIA AT PRESENT

(AND IN A STATE OF FLUX)
NO qualification or training required to fly CDAP

precision approaches or Visuals (VMC) to their published minimums.
For the Non-precision approaches:
Right now, even with a trained crew ........ 800/2,

then at some point in the future, when FAA and Company decide,
we can revert to published minimums.
EGPWS inop ............................................. 800/2

Mixed crew (only one qualified) ................. 800/2
No trained crewmembers ........................... 800/2
and must fly old dive and drive
166 MIKE RAY 2003

versus
DIVE and DRIVE ...CONTINUED.
THERE ARE THREE KEY ELEMENTS

TO THE CDAP BRIEF:
3
- Computed TDZE
- Computed DA
- Computed DESCENT RATE
Computing the TDZE

The definition of TDZE is Touchdown
Zone Elevation, and
we get that from the
APPROACH PLATE
PLANFORM DIAGRAM.
The COMPUTED TDZE is
that value rounded up to the
next higher 100 feet.
For example: If the published

TDZE is 301 feet, round up to
400 feet;
and if the published TDZE is
399 feet, round up to 400 feet.
This computed TDZE is placed in the MCP (Mode Control Panel) once ALT CAP
is annunciated at the FAF (Final Approach Fix) altitude and outside the FAF.
Computing the DA
The definition of DA is DECISION ALTITUDE, and

we get that from the APPROACH PLATE PLANFORM DIAGRAM.
The COMPUTED DA is the MDA (for non-precision approaches)
value plus 50 feet.
For example: If the published MDA is 1060 feet, then the

computed DA will be 1110 feet; that is 1060 + 50 = 1110 feet.
This computed DA is placed on the barometric altimeter for non-

precision and precision approaches.
NOTE:
It is inferred by the FAA that this 50 foot penalty is a
temporary structure until the airlines gain experience
and a useful database for lowering the limits back to the
published MDA. For now, we will be using the
computed DA for all non-precision approaches.
MIKE RAY 2003

168 MIKE RAY 2003

METHOD 2: THERE IS A CHART IN THE FOM called:
Descent angle and descent rate chart.
Ive not seen it, so I cant comment, but it seems to me that it would be
excessively complicated to be digging into my flight bag and thumbing
through some bulky FOM to find a chart that would require lots of
interpretation.
I sorta think that this approach is lame anyway.
METHOD 3. USE A RULE OF THUMB:
12 groundspeed X 10 + glideslope correction.

Note: Glideslope correction = +50 fpm for each 0.25 degrees
that the G/S is greater that 3 degrees.
Example: at 140kts G/S on a 3 12 degree glideslope,

the descent rate should be:
140/2=70, 70 X 10 = 700 fpm + glideslope correction.
since the G/S is 2 X .25 degrees greater than 3 degrees,
then we add 100 fpm.
Therefore, the computed descent rate should be
700 fpm + 100 fpm = 800 fpm.
Wheew!!! If that seems way too complicated, then
The simplest application of METHOD 3 is to:
USE 800 FPM INITIALLY FOR A STANDARD 3 DEGREE GLIDE-SLOPE.

IF GLIDE-SLOPE GREATER THAN 3 DEGREES,
START OFF WITH 900 FPM.
IMHO (In Mike Rays humble opinion)

I have flown a few of these approaches and it seems to me that there is only a small time
window where the ground speed can be evaluated. It is from the point 3 miles outside the
FAF until pushover at .3 miles from FAF. This is the only place where this observation can
be accurately made. I thought to myself that this was a real time tight area where there is a
lot going on and I would be hard pressed to concentrate on this.
I also observed that the descent rate solution was nearly always 800 fpm and also that a
higher initial descent rate worked better than a shallower descent. Corrections reducing
the descent rate can be made without considering the 1000 fpm descent restriction;
however, steeper descent corrections to make descent milestones are SEVERELY
restricted by the +/- 300 fpm limitation and the 1000 fpm restriction below 1000 FAE.
This applies particularly on approaches where the glide-slope is greater that 3 degrees.
On those approaches, the required descent rate was around 900 FPM.
My advise, GET ON THE DESCENT QUICKLY, and BE AGGRESSIVE in your

calculation and in starting down. The nose of the airplane SHOULD be coming over by
the time you cross the FAF.
MIKE RAY 2003

SOME

OP SPECS
All approaches are to be flown at a constant descent rate to a descision
point (DA or decision altitude) where a decision is made to either land or go-
around. This is called CDAP (Constant Descent Approach Procedures).
For all non-precision approaches, if weather is less than 1000/3 they must
be flown using the autopilot, disconnecting at no less than 50 below the
published MDA.
For Non-precision and VMC; If landing, the autopilot MUST be

disconnected no later than 50 BELOW THE PUBLISHED MDA.
I included this restatement in order to emphasize that this gives us 100 from DA to the
MDA-50 disconnect altitude to tweak the final descent using the autopilot. This is the
recommended technique. STAY ON AUTOPILOT if acquiring the runway for landing
at DA.
CDAP non-precision approaches are flown to a DA, where the decision to

land or go-around is made.
All non-precision approaches require one pilot (PF or PNF) to monitor raw
data no later than the FAF or IAF for piloted constructed approaches.
There is no longer a requirement to compute a PDP.
There is NO ALLOWANCE for descent rates greater than 1000 fpm below
1000 AFE.
DA is computed by adding 50 to the published MDA.
All CDAP approaches are flown with the TDZE in the MCP. TDZE is
computed by rounding up the published TDZE to the next highest hundred.
A descent rate correction of NO MORE THAN +/- 300 fpm from the
computed descent rate may be made during the approach.
BIG !
IF more than +/-300 fpm correction is
required, the approach is considered
unstable and a go-around is REQUIRED.
EXPLANATORY NOTE: Momentary corrections exceeding +/-

300 fpm DO NOT require a go-around.
Frequent or sustained corrections DO require a go-around.
The MISSED APPROACH altitude is to be set in the MCPduring the

go-around, after the gear up command.
170 MIKE RAY 2003


TALK THROUGH
The old dive and drive technique is still to be utilized outside of the FAF.
Remember that the CDAP only applies to the vertical component of the approach
INSIDE the FAF; however, there are some CDAP items that must be completed
prior to reaching the FAF.
Even though there is NO PDP calculation, the PF will be REQUIRED to compute

and include in your brief:
Computed descent rate, and

BRIEF
THIS !
Computed TDZE, and
Computed DA
(and set on appropriate altimeter).
Once you level off at the FAF altitude, and ALT CAP is annunciated, you should set
the TDZE in the MCP EVEN THOUGH THERE MAY BE STEPDOWN FIXES
INSIDE THE FAF.
SET
That means that we dont use dive and drive inside of the FAF.
SET TDZE ! DA
Once established at FAF altitude,
select Vertical Speed and check for zeros. !
If a stepdown segment exists inside the FAS (Final Approach Segment) it is
considered GOOD TECHNIQUE to prefigure a howgozit by adding 1 mile and
300 feet to the stepdown crossing fix criterium. You can write that right on the
approach plate.
At .3 miles prior to the FAF on the non-precision approach, roll the Vertcal Speed
selector on the MCP to the pre-figured descent rate figure. Start descent
aggressively and dont delay as you WILL get high.
Once stabilized in the descent, you are allowed to observe and adjust the green
arc. It should rest approximately at the approach end of the runway.
The 1000 foot call should occur at 3 miles from the runway.
Vertical corrections using the Vertical speed knob should be carefully selected. I
found that one click adjustments sould be adequate and it takes some time for
the correction to be reflected in the green arc.
In any case, DO NOT SUSTAIN +/- 300 fpm deviation from planned!
Once established in the Go-around it is necessary to set the MISSED

APPROACH ALTITUDE on the MCP. The callout goes like this:
Go around Thrust
SET
THIS !
Flaps 20
Gear Up
Set Missed Approach Altitude
MIKE RAY 2003

TYPICAL CDAP APPROACH

(specifically CDAP items depicted)
1
SET DA
in the altimeters
(DA = MDA + 50)
2
BRIEF:
Computed Descent Rate,
Computed TDZE,
Computed DA.
DOWNWIND LEG
SET
MISSED APPROACH
ALTITUDE in the
6 at .3 mile before FAF
AGGRESSIVELY
begin descending
USE COMPUTED V/S
MCP START CLOCK
after CALL TOWER
GEAR UP
8 DA
FINAL
APPROACH
FIX
(MDA + 50)
OK to use
green arc
to assist in
profile control
LIMIT
sustained
7 DESCENT
deviations to
+/- 300 fpm MAX !
172 MIKE RAY 2003

START
of CDAP
3
By 3 miles prior to FAF:
be at ADJ Vref SPEED,
LANDING FLAPS,
GEAR DOWN,
REVIEW or ALL CK LISTS done
CALCULATE
COMPUTED
DESCENT RATE @ ALT CAP
set COMPUTED
TDZE
5
4
MIKE RAY 2003

BOEING 757-767
PROFILES
OK ... AT ALT CAP ...
OH YEAH ...SET
COMPUTED TDZE
MIKE RAY 2003
FOR ALL APPROACHES
This is the long awaited CDAP

(Constant Desent Approach Procedures).
NDB (ADF) APPROACH

with procedure turn
APPROACHING PATTERN
some airlines require
DO NOT START A - ATIS
THE APPROACH
unless 2 MILES (3000 m)
VISIBILITY or GREATER
I - INSTALL APPROACH
R - RADIOs (tune & Ident)

SET DA
in altimeters
B - BRIEF
(DA = MDA + 50)
A - APP-DESCENT CKLIST
G - GO-AROUND
INBOUND TO FIX
or
DOWNWIND LEG
SLOW DOWN
recommend
FLAPS 5/ FL5 speed + 10 KTS
think about
15
MISSED APPROACH at .3 mile before FAF
"GO-AROUND THRUST AGGRESSIVELY
FLAPS 20 (5 on SE)" begin descending
ROTATE USE COMPUTED V/S
push G/A button START CLOCK
@ POSITIVE CLIMB SET ! CALL TOWER
"GEAR UP"
SET M/A ALT
"L-NAV" or "HDG SEL"
SECOND TARGET
at DA (MDA + 50)
POINT
with RWY IN SIGHT OK to use
green arc
Continue descent to assist in
on AUTOPILOT. profile control FINAL
disconnect A/P before
50 feet below MDA APPROACH
FIX
+/- 300 fpm

MAX !
176 MIKE RAY 2003

THE KEY to flying NON-PRECISION APPROACHES:

IF DESCENDING:
@ ALT CAP "SET NEXT ALTITUDE*"
@ ALT HOLD "OPEN V/S WINDOW * OF COURSE, DON'T SET

and CHECK FOR ZERO'S" IN THE NEXT ALTITUDE
UNTIL YOU ARE CLEARED !
IF S/E
PROCEDURE TURN or stop FUEL transfer
VECTORS
FLAPS 15 C E
slow to FL15 speed + 10 KTS lesSTAN
miD
0 I
1 X F
MAm FA
s d)
fro
ond pee
sec airsank
Make straight-a-way 3 0 -45 a n d b
about 30 seconds out N ind ree TIP: On FIX page: install
r ab URpon w25 deg the FAF On CDU to display
AfteART T
d s u um . DISTANCE from A/C to FAF
STepen inim turn
(d ep m uring
e
K gle d
an r
rio ng
e s peari
e
gr d b
de un ak" d
START 10 inbo bre scen
t ase de
o
"c K to
of CDAP O TIP: FLCH when outside
By 3 miles prior to FAF: FAF; this keeps you altitude
protected; but, you MUST
be at TARGET SPEED, use V/S inside FAF or you
LANDING FLAPS, WILL NOT get down.
GEAR DOWN,
CALCULATE
COMPUTED @ ALT CAP
DESCENT RATE set COMPUTED
TDZE
DON'T
@ ALT HOLD FORGET
OPEN V/S
CK for zero's
USE AFDS/AUTOTHROTTLE ABOVE MDA minus 50 feet
SLOW DOWN Less than CMS (clean maneuvering speed)

!within 25 miles of airport
USE LESS THAN 5 degree bank when tracking
for descents inside FAF
USE V/S SET COMPUTED DESCENT RATE @ .3 MILES FAF
MONITOR AURAL From FAF inbound (NDB ONLY)
USE RDMI as PRIMARY FLIGHT INSTRUMENT (NDB ONLY)

USE OF
AT ALT CAP SET COMPUTED TDZE in MCP
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs LNAV
inside FAF
MAX DESCENT CORRECTION +/- 300 FPM approved
MISSED APPROACH at DA MDA plus 50 feet
... finally !!!
MIKE RAY 2003
NDB (ADF) APPROACH

HOW TO SET UP THE RADIOS
INCREDIBLY, one of the great mysteries about the 757 "Glass" is that it has NO capability
to fly a non-precision approach. As a result, there are rather convoluted and confusing
setup procedures for the NDB radios.
NOTE: This set-up is predicated on the most restrictive SINGLE ADF set-up. If your
airplane has TWO ADFs, of course the procedures are intuitively simpler.
TFR
Step One: set up ADF panel 1102.5 326.0
1: Select either head using TFR TONE
2: Tune appropriate frequency A
D
F OFF ON
3: IMPORTANT ............. select ADF
ADF ANT
MIC SELECT
Step two: Identify signal and monitor aural

ON
FLT
(MIC SELECT panel)
VHF-L VHF-R PA SERV
INPH INPH
MASK
1: "FILTER" .................appropriate setting"
BOOM 2: "ADF vol control" ............................. "UP"
PA VOR ADF ILS MKR 3: "NAV" switch (Domestic A/C)............ "R"
C
PTT
BOTH
4: Continuously monitor aural from
L R
VOICE RANGE FAF inbound. (speaker OK)
5: "MKR" beacon monitor ... "UP"
NAV FILTER
F132 F12.8
Step three: set up RDMI
YOU
DIST L DIST R
1: No. 2 NAV/ADF ................................ ADF 12 15

2: No. 1 NAV/ADF ................................ NAV
MUST
0 3 6 9
18
NOTE: When in MAP mode this will indicate DME (supplied

21 24
N N
from the FMC) to the "next waypoint in the legs page" and
DO
A A
V V
display that in the upper right hand corner of the RDMI as well
7
2
3
30 3
as the upper left hand corner of the HSI.
CDU: Set to LEGS page for DME information ADF INOP

ADF ADF
THIS!
HSI: MAP OK, but remember that the RDMI is the primary navigational instrument.
USE DOUBLE NEEDLE for navigation on Domestic Airplanes
ALT
0
9 1 Set MISSED APPROACH altitude on barometric altimeter:
8 5 654 2 1: Set BUG to mutually agreed on MINIMUM ALTITUDE
ALT IN.HG 3 2: CROSSCHECK other pilots setting.
71013
MB
2992
6 4
5
BARO
EXTRA CREDIT STUFF

"FROSTING ON THE CAKE"
F132
DIST L
F12.8
DIST R
and good for some Brownie points is to make the 12 15

number 1 needle bias out horizontally; Here's how:

0 3 6 9
18
Place CAPTs HSI selector to ILS, this will cause No.

21 24
1 needle to go horizontal N N

A A
V V
While it is horizontal, both pilots select ADF with the
7
2
3
30 3
No. 1 RDMI switch
Re-select MAP with the HSI mode selector switch.
ADF ADF
ADF INOP
178
767v18120
MIKE RAY 2003

HOW TO SET UP FMC

and
INSTALL APPROACH
NOTE: ADF Approaches may NOT be in the FMC ! Either you "build" your
own or you "borrow" another approach with the fixes you desire and modify it
as needed (i.e.; ILS approaches are usually a good place to start).
At a minimum:
1. "INTC LEG TO" the FAF using inbound bearing to the fix
2. "LEGS" page: then connect the FAF to the runway threshold. That is; make
the runway threshold the next waypoint. A way to do this is to type in the runway
designator (i.e.; "24R") in the scratchpad and line select it into L2. If the CDU will
not accept that, possibly the runway threshold designators are at the end of the
list of approaches on the "DEP/ARR" page or on RTE PAGE, the DEST is
wrong. Wheeeew!
3. If you get all flummoxed with the FMC/CDU ... forget it, Just fly a normal ADF
approach without the HSI MAP. P iece of cake..
"IF ...THEN" AWARENESS ! The

BIGGIE !
IF ... You depart the FAF without the COMPUTED TDZE set in the MCP;
THEN ... You can expect a DISTRACTOR. Remember: The V/S will FLY AWAY from
the altitude set in the MCP, BUT WILL NOT LEVEL OFF without target altitude and
YOU WILL DIE!!!
IF ... You forget to set in the MISSED APPROACH ALTITUDE in the MCP when you
execute the missed approach;
THEN ... The Check Airman WILL feel obligated to give you a go-around. Remember,
without higher altitude set in the MCP, The GO AROUND won't work.
IF ... You do not monitor the AURAL inbound from the FAF;
THEN ... The Check Airman WILL feel obligated to fail the ADF signal.
IF ... You use the HSI MAP mode as the PRIMARY NAVIGATION instument;
THEN ... The Check Airman will feel obligated to give you a MAP SHIFT or an FMC
failure.
IF ... You FAIL to put down the gear and do the checklist, or Call the tower for
clearance;;
THEN ... The weather will go VMC and miraculously get wonderful ! The checkperson
will do everything possible to get you to land.
also
THINGS PILOTS SCREW UP BIG !
- FAILS to select ADF on radio panel setup
- FAILS to SLOW DOWN and get dirty soon enough
- FAILS to set COMPUTED TDZE in MCP after ALT CAP.
- FORGETS which way the needle swings (HEADS FALL - TAILS RISE)
- FAILS to monitor AURAL inbound from FAF
- Starts down too soon or too late
- Uses FLCH instead of V/S inside the FAF
- Uses too much angle of bank in tracking needle (stay about 5 degrees)
- Forgets to monitor station passage (i.e; MKR BCN, Needle swing, etc)
- Forgets to start CLOCK
- Forgets to CALL TOWER and GET CLEARANCE TO LAND!
- FAILS to put GEAR DOWN and do FINAL DESCENT CHECKLIST
MIKE RAY 2003

VOR APPROACH
APPROACHING PATTERN
A - ATIS
R - RADIOs (tune & Ident) SET DA
in altimeters
B - BRIEF (DA = MDA + 50)
A - APP-DESCENT CKLIST
G - GO-AROUND
INBOUND TO FIX
or
DOWNWIND LEG
SLOW DOWN
recommend
think about
15
ROTATE USE COMPUTED V/S
push G/A button START CLOCK
@ POSITIVE CLIMB SET ! CALL TOWER
"GEAR UP"
SET M/A ALT
SECOND TARGET
at DA (MDA + 50)
POINT
green arc
FIX
+/- 300 fpm

MAX !
180 MIKE RAY 2003


IF DESCENDING:

PROCEDURE TURN or IF S/E

stop FUEL transfer
VECTORS
FLAPS 15
slow to FL15 speed + 10 KTS
TIP: On FIX page: install

the FAF On CDU to display
DISTANCE from A/C to FAF
or
pri ring
START g r e es bea
d
de un ak" d
of CDAP 10 inbo bre scen
to ase de
By 3 miles prior to FAF: "c K to TIP: FLCH when outside
O
be at TARGET SPEED, FAF OK; but, you MUST
LANDING FLAPS, use V/S and computed
GEAR DOWN, descent rate inside FAF.
CALCULATE
COMPUTED
DESCENT RATE @ ALT CAP
set COMPUTED
TDZE
DON'T
@ ALT HOLD FORGET
OPEN V/S
CK for zero's

for descents inside FAF
USE V/S SET COMPUTED DESCENT RATE @ .3 MILES FAF
USE OF
AT ALT HOLD select V/S, CHECK ZEROs
MAX DESCENT CORRECTION +/- 300 FPM
LNAV
inside FAF
MISSED APPROACH at DA MDA plus 50 feet approved
... finally !!!
MIKE RAY 2003

VOR APPROACH
As incredible as it sounds, the 757/767 will NOT TRACK the VOR. There is
no AFDS capability to fly a VOR approach other than using the MCP and
HEADING SELECT KNOB or LNAV.
RANGE BRT
160 320
80 HSI
STEP ONE: select the VOR mode 40
1: on the HSI SELECTOR PANEL ... VOR VOR ILS
20 WXR
2. OBSERVE ... HSI depicts the VOR and 10 MAP
3. VHF/VOR selector "opens" on the MCP ON
PLAN
NOTE: PF MUST have VOR on HSI NAV AID
MAP
ARPT RTE DATA WPT
THIS IS THE ONLY APPROACH
REQUIRING THE HSI ! INOP ON ON ON ON
108.05 065
R C
STEP TWO: TUNE VOR

E R
Q S
1. set in both freq and course

MIC SELECT
VOR/DME

INPH INPH
MASK
STEP THREE: Identify VOR BOOM

1: move VOR selector up
PA VOR MKR
2. It is NOT necessary to monitor the aural ADF ILS
during the approach L C R

PTT
BOTH
VOICE RANGE
3. Select appropriate "FILTER" setting.
NAV FILTER
D13 F12.8
DIST L DIST R STEP FOUR: Set up RDMI
lililililili The RDMI is NOT considered the PRIMARY NAV INSTRUMENT;
i l i 12 1 5 l i l
however:
i l i 8 21 24 2i l i
i l i l0 3 6 l i l
9
1
lilililililil
ililililili
1: Set the PF's RDMI selector lever to NAV. This will provide
N N HEADING and DME information to the VOR in the upper left
indicator window
A A
V V
l i l 7 30 3i l i l
3
lililililil 2. If an ADF is used in the approach to identify fix, select ADF on

ADF ADF RDMI after tuning the ADF head. This will give bearing information
to the ADF and the mileage window will indicate DME to the first fix
ADF INOP on the LEGS page of the CDU.
(mileage preceeded by a F is FMC generated)
SINGLE NEEDLE will point to VOR.
ALT
0
9 1
Set MISSED APPROACH altitude on barometric altimeter:
8 5 654 2
1: Set BUG to mutually agreed on MINIMUM ALTITUDE
2: CROSSCHECK other pilots setting. ALT IN.HG 3
71013
MB
2992
6 4
5
CDU: Set to LEGS page for DME information BARO
HSI: PF MUST be on VOR from FAF inbound;

Earlier for fixes or step-down.
OK to have the PNF on MAP for orientation. 767v18124

MIKE RAY 2003
HOW TO SET UP FMC

and
INSTALL APPROACH
NOTE: Not supri singly, VOR Approaches may or may not be in the FMC! Either
you "build" your own or you "borrow" another approach with the fixes you desire
and modify it as needed (i.e.; ILS approaches are usually good). Remember
that the MAP mode CANNOT be used as a primary reference; however, the
PNF MAY have the MAP displayed.
If you are a NEW GUY try this, If you are good at this, do your own thing:
NOTE: The MAP mode should be used by the PNF only. The PF should be
in VOR mode on the HSI.
2. "LEGS" page: then connect the FAF to the runway threshold. That is; make
the runway threshold the next waypoint. A way to do this is to type in the runway
designator (i.e.; "24R") in the scratchpad and line select it into L2 . If the CDU will
not accept that, possibly the runway threshold designators are at the end of the
list of approaches on the "DEP/ARR" page or on RTE PAGE check DEST is
correct.
3. Remember, If you get all screwed up with the FMC/CDU ... forget it. Just fly a
normal VOR approach without the HSI MAP display using the HSI in VOR mode.
Just like the 727.
The
"IF - THEN" AWARENESS BIGGIE !
IF ... You FAIL to set the COMPUTED TDZE in the MCP at ALT CAP.
THEN ... You can expect a distraction of some sort.
REMEMBER: V/S will fly away from an altitude BUT UNLESS A LOWER
ALTITUDE is in the MCP, you will CRASH AND DIE!
IF ... You fail to set the MISSEDAPPROACH ALTITUDE

in the MCP when you get go missed;
THEN ... The Check Airman WILL feel obligated to give you a Go-around.
IF ... You use the HSI MAP mode as the PRIMARY NAVIGATION instrument;
THEN ... The check Airman will feel obligated to
FAIL the FMC or induce MAP SHIFT.
NOTE: if you should screw up and get an FMC failure
... Go Ahead and continue the approach using the VOR and HDG SEL.
THINGS PILOTS SCREW UP

- FAILS to set MISSED APPROACH ALT in MCP when going around.
- Uses too much angle of bank in
tracking needle (stay about 5 degrees)
- Forgets to monitor station passage also
(i.e; MKR BCN, Needle swing, etc)
- FAILS to start clock BIG !
- FAILS to get clearance to land
- FAILS to put down gear
MIKE RAY 2003

LOC/BCRS APPROACH
some airlines require
APPROACHING PATTERN
DO NOT START
THE APPROACH A - ATIS
unless 2 MILES (3000 m)
VISIBILITY or GREATER I - INSTALL APPROACH
B - BRIEF SET DA
in altimeters
A - APP-DESCENT CKLIST (DA = MDA + 50)
G - GO-AROUND
INBOUND TO FIX
or
DOWNWIND LEG
SLOW DOWN
recommend
think about
15

USE COMPUTED V/S
ROTATE START CLOCK
push G/A button CALL TOWER
@ POSITIVE CLIMB SET
"GEAR UP"
SET M/A ALT
M/A ALT!
SECOND TARGET
at DA (MDA + 50)
POINT
green arc
FIX
+/- 300 fpm

MAX !
184 MIKE RAY 2003


IF DESCENDING: the FAF On CDU to display

TIP: IF YOU SCREW UP

IF S/E and get LOC captured
stop FUEL transfer first: DO THIS ...
HDG SEL
PROCEDURE TURN or BCRS
LOC
VECTORS ... and VOILA!
FLAPS 15
INTERCEPT VECTOR
When "CLEARED FOR APPROACH"
push;
BCRS first and then
LOC
START
of CDAP
By 3 miles prior to FAF: TIP: FLCH when outside
CALCULATE
COMPUTED
DESCENT RATE @ ALT CAP set
COMPUTED
TDZE
DON'T
@ ALT HOLD FORGET
OPEN V/S
CK for zero's

USE V/S for descents inside FAF

SET COMPUTED DESCENT RATE @ .3 MILES FAF
AUTOPILOT WILL TRACK BCRS if BCRS selected prior to arming LOC

AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs
MIKE RAY 2003
LOC/BCRS APPROACH
The AUTOPILOT has the capability
to track the "BACK COURSE."
Primary instrument for this
approach is the ADI. HSI may be in RANGE
160 320
BRT
MAP or ILS. 40
80 HSI
20 VOR ILS WXR
HSI
10 MAP
ON
OPTIONAL (either ILS or MAP) MAP
PLAN
STEP ONE: select the ILS mode NAV AID ARPT RTE DATA WPT
1: on the HSI SELECTOR PANEL ... ILS/MAP INOP ON ON ON ON

2. OBSERVE ... HSI depicts the ILS/MAP
F F
R C
109.90 249
E
Q
TEST
R
S STEP TWO: TUNE ILS
1. set in FREQ and FRONT CRS
MIC SELECT
ILS

INPH INPH
STEP THREE: Identify ILS SIGNAL MASK
1: move ILS selector up BOOM
2. It is NOT necessary to monitor PA VOR ADF ILS MKR
the aural during the approach L C R

PTT
VOICE
BOTH
RANGE
3. Identifying all 3 ILS receivers is not required
4. Select appropriate Filter mode.
NAV FILTER
STEP FOUR: STANDBY ATTITUDE INDICATOR

1. Select B/CRS
STEP FIVE: MCP:

1. Select BCRS
2. after "Cleared for Approach,"
OFF
ILS
B/CRS
Select LOC D1 3 F12.8
DIST L DIST R
ILS
lilililil
ilili
i l 12 15 l i
STEP SIX: Set up RDMI or VOR if required:
i l i 8 21 24 i l i
i l i l0 3 6 l i l
9
1
lilililililil
ililililili
1: PF side: This will provide HEADING and DME information to the N

ILS in the upper left indicator window (mileage preceeded by a L is A
V
N
A
ILS generated) l i l 7l 30 3i l i l
V
2
3
2. If an ADF is used in the approach; select ADF after tuning the ADF
ililililil
head. This will give heading information to the ADF and the mileage ADF ADF
window will indicate DME to the active waypoint on the LEGS page of
the CDU. ADF INOP
(mileage preceeded by a F is FMC generated)
ALT
1: Set BUG to mutually agreed on MINIMUM ALTITUDE
0 2: CROSSCHECK other pilots setting.
9 1
8 5 654 2
71013
MB ALT IN.HG 3 CDU: Set to LEGS page for DME information
2992
6 4 HSI: PF may be on ILS; OK to have the MAP for orientation.
5
BARO
767v18128

MIKE RAY 2003
HOW TO SET UP FMC
and
INSTALL APPROACH
NOTE: Good News. Suprisingly, B/CRS Approaches may be in the FMC!
If the approach isn't in the ARR/DEP list and you are a NEW GUY try this:
2. "LEGS" page: then connect the FAF to the runway threshold. That is;
make the runway threshold the next waypoint. A way to do this is to type in
the runway designator (i.e.; "24R") in the scratchpad and line select it into L2
. If the CDU w ill not accept that, possibly the runway threshold designators
are at the end of the list of approaches on the "DEP/ARR" page or check
RTE PAGE and see if the DEST is correct.
3. If you get all screwed with the FMC/CDU ... forget it, Just fly a normal
BCRS approach without the HSI MAP displayed using the ADI or HSI in ILS
mode. just like any rope start.
"IF - THEN" AWARENESS
IF ... You FAIL to have the COMPUTED TDZE set in the MCP at FAF
THEN ... You can expect a distractor. Remember: V/S will allow you to DEPART
an altitude but will NOT LEVEL OFF unless you have a target altitude
set in the MCP AND YOU WILL DIE!
IF ... You forget to set the MISSED APPROACH ALTITUDE in the MCP;
when you got to MDA +50 feet and raised the gear on the Go-Around;
THEN ... The Check Airman WILL feel obligated to let you continue go-around.
IF ... You fail to lower the gear or do the checklist

THEN ... You will "definitely" be treated to clear weather.
( Why, you ask? To try and get you to land, Dummy).

- FAILS to set MISSED APPROACH ALT in MCP during Go-Around.
- Starts down too soon or too late.
- Uses FLCH instead of V/S inside the FAF !
- Forgets to monitor station passage (i.e; MKR BCN, Needle swing, etc).
- Sets in BACK COURSE instead of FRONT COURSE.
- Attempts to fly approach in LOC mode.
- Fails to ARM BCRS BEFORE arming LOC.
- Tries to push BCRS after LOC capture.
If you screw up and push the LOC button before the BCRS button,
here is what to do:
If before localizer capture: just push the LOC button again and it will
disarm. Wheew, saved. Then you can push the BCRS switch and arm
the system properly.
BUT if the localizer has already captured and you are frantically pushing
the BCRS switch to no avail; simply engage another roll mode (Push
HDG SEL) and then re-arm properly.
MIKE RAY 2003

LOC or ILS G/S OUT

APPROACH
APPROACHING PATTERN
A - ATIS
B - BRIEF SET DA
in altimeters
A - APP-DESCENT CKLIST (DA = MDA + 50)
G - GO-AROUND
INBOUND TO FIX
or
DOWNWIND LEG
SLOW DOWN
recommend
think about
15

USE COMPUTED V/S
ROTATE START CLOCK
push G/A button CALL TOWER
@ POSITIVE CLIMB SET
"GEAR UP"
SET M/A ALT
M/A ALT!
SECOND TARGET
at DA (MDA + 50)
POINT
green arc
FIX
+/- 300 fpm

MAX !
188 MIKE RAY 2003


IF DESCENDING: the FAF On CDU to display

TIP: IF YOU SCREW UP

IF S/E and get LOC captured
stop FUEL transfer first: DO THIS ...
HDG SEL
PROCEDURE TURN or BCRS
LOC
VECTORS ... and VOILA!
FLAPS 15
INTERCEPT VECTOR
When "CLEARED FOR APPROACH" push;
LOC
start descent to next altitude when within 10
degrees of the inbound course
START
of CDAP
By 3 miles prior to FAF: TIP: FLCH when outside
CALCULATE
COMPUTED
DESCENT RATE @ ALT CAP set
COMPUTED
TDZE
DON'T
@ ALT HOLD FORGET
OPEN V/S
CK for zero's

USE V/S for descents inside FAF

SET COMPUTED DESCENT RATE @ .3 MILES FAF
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs
MIKE RAY 2003

LOC or ILS G/S OUT

APPROACH
Use the AUTOPILOT to track the "ILS FRONT COURSE," Even though
there will not be any Glideslope guidance, heading control can be handled
by the autopilot. Primary instrument for this approach is the ADI.
RANGE BRT
160 320
OPTIONAL (either ILS or MAP) 80 HSI
40
STEP ONE: set up HSI 20 VOR ILS WXR
1: on the HSI SELECTOR PANEL ... ILS or MAP 10 MAP
ON
PLAN
MAP
F F
R C
E 109.90 249 R INOP ON ON ON ON
Q S
TEST
STEP TWO: TUNE ILS

ILS
1. set in both FREQ and FRONT CRS
MIC SELECT
STEP THREE: Identify ILS SIGNAL FLT SERV

1: move ILS selector up VHF-L VHF-R PA
MASK
INPH INPH
2. It is NOT necessary to monitor the aural

during the approach BOOM
PA VOR ADF ILS MKR
PTT
L C R BOTH
VOICE RANGE
STEP FOUR:
STANDBY
ATTITUDE NAV FILTER
INDICATOR
1. Select ILS
STEP FIVE: MCP:
F132 F12.8
ILS
OFF B/CRS
ILS
After "Cleared for Approach," Select LOC DIST L DIST R
lililililili
STEP SIX: Set up RDMI if VOR or ADF required: i l i 12 15 l i l
i l i 8 21 24 i l i
i l i l0 3 6 l i l
1: #1 side in NAV: This will provide HEADING and DME (if available)
9
1
lilililililil
ililililili
information to the ILS in the upper left indicator window (mileage

preceeded by a L is ILS generated) N
A
N
A
2. If an ADF is used in the approach; select ADF on #2 selector of V
V
2
3
RDMI after tuning the ADF head. This will give heading information ililililil
to the ADF and the mileage window will
indicate DME to the active waypoint on the
ALT
ADF ADF
LEGS page of the CDU.

0 (mileage preceeded by an F is FMC ADF INOP
9 1
5 654 2 generated)
8
71013
MB ALT IN.HG 3
2992
6 4 1: Set BUG to mutually agreed on MINIMUM ALTITUDE
5
2: CROSSCHECK other pilots setting.
BARO
CDU: Set to LEGS page for DME information

HSI: PF may be on ILS; OK to have the MAP for orientation.
767v18132

MIKE RAY 2003
HOW TO SET UP FMC

and
INSTALL APPROACH
NOTE: Good News. Use ILS Approaches in the FMC!
If the approach isn't in the ARR/DEP list and you are a NEW GUY try this:
2. "LEGS" page: then connect the FAF to the runway threshold. That is;
make the runway threshold the next waypoint. A way to do this is to type in
the runway designator (i.e.; "24R") in the scratchpad and line select it into L2
. If the CDU w ill not accept that, possibly the runway threshold designators
are at the end of the list of approaches on the "DEP/ARR" page or check the
RTE PAGE and see if the DEST is correct.
3. If you get all flummoxed with the FMC/CDU ... forget it, Just fly a normal
LOC ONLY approach using the HSI in ILS mode. Just like a DC-8.

IF ... You forget to set the MISSED APPROACH ALTITUDE
in the MCP when you get ALT CAP at MDA;
THEN ... The Check Airman WILL feel obligated to give you a go-around.
IF ... You fail to set in MDA when you get to FAF

THEN ... You can expect a distractor ... and you will descend into the ground.
IF ... You fail to IDENTIFY the ILS signal

THEN ... The Check Airman MAY (at his discretion) FAIL the LOC signal.

- FAILS to set MISSED APPROACH ALT in MCP after level off at MDA
- Forgets to monitor station passage
(i.e; MKR BCN, Needle swing, etc)
- Tries to fly in the APP mode (HOLY COW!)
767v18133
MIKE RAY 2003

VISUAL APPROACH
In the simulator, It is virtually impossible to fly a HANDFLOWN
VISUAL without some reference to evaluate your progress. Read SLOW IT
DOWN !
my lips, I don't care how great you are out there in The REAL World;
in the sim at Disneyland, there simply are not enough critical cues.
So, DO NOT just turn
in and head for the BEFORE STARTING APPROACH
runway, take an extra
moment and give even though largely redundant,
Within 25 miles of the
yourself a plan. STILL do A-I-R-B-A-G airport; start thinking about
Usually, during this slowing so as to be below
maneuver, the Check A - ATIS approaching CMS (clean
Airman will treat you maneuvering speed) with
to a single engine, 25 I - INSTALL APPROACH appropriate flaps as you
knot crosswind to R - RADIOs (tune & Ident) come up on about 10 miles
help out your effort. out (I recommend 5 FLAP
B - BRIEF with 5 FLAP ref speed plus
A - APP-DESCENT CKLIST 10 KTS as a target.
G - GO-AROUND
O O
1 to 2.5
Just prior (about .2 mile)
begin descending
USE V/S
Hold on to 1 to 2.5 degrees and that will give you about 700-800 FPM
(as a start)
700 to 800 FPM rate of descent (normal rate) CALL TOWER
O
0
Go to 0 degrees momentarily if you GS 136
get a little high; that will give you 1200
about 1000 FPM rate of descent. F 20 20
10 10
The landing maneuver can either make or break

a GREAT approach. Here is a thought:
10 10
1. DO NOT start your flare
above 10 feet. YOU WILL FLOAT ! S 20 20 CMD
2. DO NOT try and make a

"GREASE JOB," PUT IT ON !
REMEMBER: The landing MUST be within the

LANDING ZONE. That is: the first 3000 feet. Set airport altitude in MCP;
OR YOU WILL BUST ! after starting down put green arc
on runway threshold.
Remember: If you have assymetrical thrust:

Use reverse sparingly.
Have PNF center the rudder trim on landing.
767v18134
192 MIKE RAY 2003

Here are FIVE techniques that can give you an edge:

1. Look at an approach chart and pick out a waypoint
on the glide slope (FAF recommended if practical)
with a known altitude and distance from the airport.
2. Put that waypoint on the HSI
(select APP/DEP page for full approach or use FIX page).
3. Fly over to that waypoint and cross at the altitude depicted
on the approach plate.
4. Establish a 3 degree glide slope.
5. connect waypoint to runway and fly along that line. Voila!
1. Place runway altitude in MCP.

2. When you begin descent, place green arc on threshold and keep it there.
NOTE: Some Instructors do not consider this technique
RECOMMENDED by the FOM. Under "normal "
visual conditions, it is considered "SOP" to set 500 feet in the MCP.
1. If an ILS (or other approach) is available, tune and fly the ILS.
1. Place 800 FPM in MCP using V/S.

2. Fly the pitch bar on the Flight Director.
1: Place rwy in CDU/HSI.

2: Using HSI distance to end of runway and altitude.
3: Use 3 for 1 (every 300 feet equals 1 mile) gouge.
SLOW DOWN and GET DIRTY

recommend
APPROACHING FAF
JUST PRIOR TO FAF FLAPS 15
GET DIRTY (FL 20 if S/E) and slow to FL15 speed + 10 KTS
complete
FINAL DESCENT CHECKLIST If on Single Engine;
Terminate fuel transfer
USE THIS GOUGE

TO ESTABLISH 3 degree GLIDE SLOPE:
Take Ground Speed and divide by 2 X 10 = 3 degree GLIDE SLOPE
example: 120 KTS divided by 2 = 60 X 10 = 600 FPM
GROUND SPEED NOTE: (for those NITNOIDS out there)
The ground speed will ACTUALLY be 2% greater than indicated
for every 1000 feet altitude: For example; at DEN (5000')
you should increase the ground speed by 10% (5 X 2%):
If 120 KTS, add 12 KTS for an actual 132 KTS.
767v18135
MIKE RAY 2003

767ver18002
194 MIKE RAY 2003

MIKE RAY 2003

CAT I ILS APPROACH

RVR 1800 or better
POSBD NOTE:
APPROACHING PATTERN
SLOW IT
DOWN !
Must use AUTOLAND A - ATIS
below 2400 RVR IF
required lighting for I - INSTALL APPROACH
1800 RVR is inop.
R - RADIOs (tune & Ident) Within 25 miles of the
airport; start thinking about
B - BRIEF slowing so as to be below
A - APP-DESCENT CKLIST approaching CMS (clean
maneuvering speed) with
- GO-AROUND
G appropriate flaps as you
come up on about 10 miles
out (I recommend 5 FLAP
with 5 FLAP ref speed plus
10 KTS as a target.
DOWNWIND LEG
recommend
AWARENESS NOTE:
ON Single-Engine approach it is OK to
use autopilot; however, expect and be
PE
ready for Check Airperson to demand
autopilot to be disconnected at GSIA.
MARKER L O
think about
MISSED APPROACH E -S
15
D
"GO-AROUND THRUST
FLAPS 20 (5 on SE)"
ROTATE GSIA G LI
push G/A button
@ POSITIVE CLIMB
"GEAR UP"
"L-NAV" or "HDG SEL" 2.5 degrees
700 FPM
1.07 EPR
FAF
USE this gouge to
TIP"BUG-IN-BUG-OUT"
determine target airspeed
during go-around
FINAL
APPROACH
MAP SEGMENT
DH
767v18138
196 MIKE RAY 2003

NOTES:
ALL LANDINGS BELOW CAT I MINIMUMS (less than 1800 RVR) WILL BE "AUTO-LAND."
THE AUTO-LAND IS A MULTIPLE AUTOPILOT MANEUVER.
DO NOT try to AUTOLAND ON A SINGLE AUTOPILOT.
DO NOT AUTOLAND ON A RUNWAY THAT IS NOT CAT II or CAT III CAPABLE.
FAF is (USUALLY) INTERSECTION OF GSIA and GLIDE SLOPE.
WX MUST BE AT or ABOVE MINIMUMS TO CONTINUE PAST GSIA.
IF WX GOES BELOW MINIMUMS ONCE PAST FAF; OK TO CONTINUE TO MAP;
and LAND IF ALL OTHER CRITERIA ARE MET (for example: You see the runway)
SELECT ILS on the SAI.
DISTANCE TO NEXT ACTIVE

WAYPOINT will be displayed in upper CROSSWIND LEG
left corner of the HSI if ILS is selected.
FLAPS 15
AT TOP DOT
DECISION "GEAR DOWN" If on Single Engine;
Terminate fuel transfer
HEIGHT "FLAPS 20"
"FINAL DESCENT CHECK"
5.6 DH 109
AT LOWER DOT
GS 136 1200 "FLAPS 25"
F 20 20
10 10
Approaching GLIDE SLOPE
"FLAPS 30"
"TARGET AIRSPEED"
10 10
S 20 20 CMD
A/T
SPD LOC
G/S
ALT HOLD LNAV
When "CLEARED FOR APPROACH"
MONITOR ADI ARM the APPROACH MODE;

and when Push "APP" on MCP
LOC and G/S go from NOTE: A nice touch is to push "LOC" until
WHITE (armed) to GREEN (capture) LOC CAPTURE; then push "APP" to avoid
then set MCP up for Missed Appch: early descent outside of protected airspace.
M/A ALT and M/A HDG (if req)
USE HSI IN EITHER ILS or MAP MODE

ADI is considered the PRIMARY NAVIGATION INSTRUMENT
CDU in LEGS PAGE for distance to waypoints
USE AUTOPILOT/AUTOTHROTTLE
EVEN ON SINGLE-ENGINE it is OK to USE AUTO-PILOT TO
FLY APPROACH
NOTE on autothrottle: A/T will remain connected and

operational as long as "dead" engine windmills above 20% N2
(which it will do unless it is frozen). 767-300 will remain
engaged, however.
767v18139
MIKE RAY 2003

ILS CAT I APPROACH

HSI RANGE
160 320
BRT
OPTIONAL (either ILS or MAP) 80 HSI

40
STEP ONE: select the ILS/MAP mode 20 VOR ILS WXR
1: on the HSI SELECTOR PANEL ... ILS or MAP 10 MAP
2. OBSERVE ... HSI depicts the ILS or MAP ON
PLAN
MAP
INOP ON ON ON ON
F F
R C
E 109.90 249 R
Q S
TEST
STEP TWO: TUNE ILS
ILS MIC SELECT
FLT
STEP THREE: Identify ILS SIGNAL VHF-L VHF-R PA SERV
INPH INPH
MASK
1: move ILS selector up
BOOM
2. It is NOT necessary to monitor
the aural during the approach PA VOR ADF ILS MKR
3. Identify all 3 ILS heads

PTT
L C R BOTH
VOICE RANGE
NAV FILTER

1. Select ILS
ALT
ILS
OFF B/CRS
0
ILS
9 1
8 5 654 2
STEP FIVE: SET MINIMUMS 71013
MB ALT IN.HG 3
2992
1. On BAROMETRIC ALT 6 4
5
BARO
F132 F12.8
DIST L DIST R
lililililili
i l i 12 1 5 l i l STEP SIX: Set up RDMI or VOR if required:
i l i 8 21 24 2i l i
i l i l0 3 6 l i l
9
NOTE: If ILS DME is required for the approach, then one pilot MUST
lilililililil
ililililili
N
be in the ILS mode. ILS DME will be in upper corner of RDMI ONLY
A
V
N
A
V
when the selected side pilot has ILS selected on HSI.
3
ililililil
STEP SEVEN: MCP (After "Cleared for Approach)"

ADF ADF
ADF INOP 1. Select (ARM) "APP" mode (Use multiple autopilots if autoland)
2. Observe "white" LOC/GS on ADI
3. When GS/LOC go green; set Missed Approach ALT and HDG(if req).
HSI: PF will be on either ILS or MAP
(ADI is primary instrument)
767v18140

MIKE RAY 2003
HOW TO SET UP FMC

and
INSTALL APPROACH
NOTE: Good News. Use ILS Approaches in the FMC!
DEP/ARR page ... follow the prompts.
This is an AUTOPILOT GOTCHA !

subtitled: How to get the autopilot out of the APP MODE.
If, during an ILS APPROACH, using the autopilot with the BOTH G/S and
LOC captured (both indicating green on the ADI), you are directed to deviate
in some way; for an example, Let's say LAX CENTER tells you, " stop your
descent at 5000 feet and turn left heading 180." How do you do that?
1. G/A SWITCH .... DEPRESS
2. ARM PITCH MODE (ALT HOLD or V/S)
3. ARM HEADING MODE (HDG SEL or leave in LOC)
If you elect to turn off the autopilot and HANDFLY, remember that the G/S
and LOC will remain engaged until you cycle the FLIGHT DIRECTORS.
1. TURN OFF AUTOPILOT(S)

2. TURN FLIGHT DIRECTOR SWITCHES OFF then ON
3. RESELECT AUTOPILOT
Now you can work the MCP ... but wait a minute ... YIPE! We are in HDG
HOLD and V/S. SO, it will be necessary to rearm and reset the appropriate
vertical and heading modes. Wheeeew, saved again.

IF ... You forget to put the MISSED APPROACH ALTITUDE
in the MCP when you get G/S capture
THEN ... The Check Airman WILL feel obligated to give you a go-around.

- FAILS to set MISSED APPROACH ALT and HDG in MCP
after GS/LOC turn green (capture).
- Gets high (over the glide slope) and doesn't know how to
get down and capture from above
USE V/S - make correction as far out as you can
remembering that close in you could exceed the
allowable rates of descent.
- Doesn't monitor ADI and fails to notice that
LOC or G/S did not capture.
- Doesn't know how to get autopilot out of APP MODE once captured.
767v18141
MIKE RAY 2003

A DIFFICULT APPROACH TO FLY

SLOW IT
SINGLE ENGINE ILS DOWN,
TRIM IT
APPROACHING PATTERN UP!
Within 25 miles of the
A - ATIS airport; start thinking about
I - INSTALL APPROACH slowing so as to be below
approaching CMS (clean
R - RADIOs (tune & Ident) maneuvering speed) with
B - BRIEF appropriate flaps as you
come up on about 10 miles
A - APP-DESCENT CKLIST out (I recommend 5 FLAP
G - GO-AROUND
10 KTS as a target.
DOWNWIND LEG
Plan to use SLOW DOWN and GET DIRTY
FLAPS 20 recommend
20 ref +wind correction TIP:
(+5 kts minimum) try 1.22 epr
PE
prepare mentally for
SINGLE ENGINE
MISSED APPROACH MARKER L O
DISCONNECT AUTO-PILOT
GO-AROUND THRUST
OM NAME
AH/DH/MIN
E -S
D
12.5
LI
throttle to firewall
push G/A button
ROTATE ... 12.5
(11 on 767-300) GSIA G
RUDDER ... which one?
"FLAPS 5"
If you get fast in here, use
@ POSITIVE CLIMB your symmetrical drag tools:
FINAL
"GEAR UP"
"HDG SEL"
FLAPS. You are allowed
to take more than 20
degrees flap momentarily APPROACH
FAF
DO NOT LNAV on S/E!
if used to control
DO NOT G/A on AUTO-PILOT
airspeed. Any throttle SEGMENT
movement creates
MEGA trim
problems. TIP:
try 1.11 epr
GOUGE: ONE-ELEVEN
WERE IN HEAVEN
MAP Disengage the
AUTOPILOT at
DH
minimums.
DO NOT GO-AROUND ON AUTOPILOT!

DO NOT AUTOLAND ON SINGLE ENGINE! 767v18142
DISCONNECT AUTOPILOT AT MINIMUMS!
200 MIKE RAY 2003

3 REASONS PILOTS SCREW UP !

TOO MUCH THROTTLE MOVEMENT
NOT KEEPING IN TRIM
GETTING FAST (or SLOW) ON GLIDESLOPE IMPORTANT:
TRIM
The best
USE 1 degree of trim
for each 1000 PPH
1.22/1.11 TIP
Approximate EPRs:
technique example: If 6000 PPH; Downwind: about 1.22
for inputting then set 6 degrees trim In turns or banks: ADD about 10%
the rudder to keep speed from decaying.
trim is to JUST a BALLPARK FIGURE Starting down glide-slope: set 1.11
LEVEL THE (Doesnt really initially
YOKE work on 767-300)
CROSSWIND LEG
DECISION STOP FUEL TRANSFER
HEIGHT Good idea to have about 500#
more on the GOOD engine side.
5.6 DH 109
GS 136 1200
F 20 20
APPROACHING GLIDE-SLOPE
10 10 "FLAPS 20" ... DO THIS!
"SET 1.11 epr Keep flaps at 5
Use the gear to control the airspeed/descent. until inbound
10 10 That is, take it early if fast, later if slow and Glide-slope
S 20 20 CMD
"GEAR DOWN - capture
FINAL DESCENT CKLIST
A/T
SPD LOC
G/S
ALT HOLD LNAV
SET APPROACH SPEED
TRIM
stay on auto-pilot
MONITOR ADI
and when
LOC and G/S go from
WHITE (armed) to GREEN (capture) When "CLEARED FOR APPROACH"
then set MCP up:
M/A ALT and initial M/A HDG (if req) ARM the APPROACH MODE;
Push "APP" on MCP
USE HSI IN EITHER ILS or MAP MODE NOTE: A nice touch is to push "LOC" until
ADI is considered the PRIMARY NAVIGATION INSTRUMENT; LOC CAPTURE; then push "APP" to avoid
However, if the approach is an ILS-DME or the DME is early descent outside of protected airspace.
required, then either PF or PNF must be in ILS MODE.
USE AUTOPILOT ON SINGLE-ENGINE it is OK to USE AUTO-PILOT TO FLY

APPROACH, and you should use it as much as possible;
HOWEVER, expect that the Check-guy will most likely require it to be DISCONNECTED AT GSIA on
the checkride and further, if you are required to disconnect the autopilot at minimums.. Be ready! DO
NOT AUTOLAND ON A SINGLE ENGINE !!
AUTO THROTTLE NOTE: NOTE on autothrottle: A/T will remain connected and
operational as long as "dead" engine windmills above
20% N2 (which it will do, unless it is frozen). So, unless disconnected on MCP it will operate with single
engine (767-300 is an exception). We have already shut off the A/T switch on the MCP during the
engine shutdown procedure; therefore, it should not be armed anyway.
767v18143
MIKE RAY 2003

SINGLE ENGINE ILS

HSI
OPTIONAL (either ILS or MAP)
suggest MAP until LOC intercept, then go to ILS: reason ... gives greater latitude in tracking LOC
Remember: You must GO-AROUND if LOC indicator is full deviation
BRT
TIP! The SAI shows a 2 dot RANGE
160 320
scale and will increase the 80 HSI
deviation allowance. 40
VOR ILS
20 WXR
10 MAP
STEP ONE: select the ILS/MAP mode ON
1: on the HSI SELECTOR PANEL ... ILS or MAP MAP
PLAN
2. OBSERVE ... HSI depicts the ILS or MAP NAV AID ARPT RTE DATA WPT
INOP ON ON ON ON
F F
R C
E 109.90 249 R
Q S
TEST
STEP TWO: TUNE ILS

ILS
MIC SELECT
STEP THREE: Identify ILS SIGNAL VHF-L VHF-R PA FLT

INPH
SERV
1: Selection on FILTER depends

INPH
MASK
on broadcasting station capability BOOM

2: Move ILS selector up
PA VOR
3. It is NOT necessary to monitor ADF
PTT
ILS MKR
the aural during the approach L C R

VOICE
BOTH
RANGE
4. Identify ILS heads in use

NAV FILTER

1. Select ILS
ALT
ILS STEP FIVE: SET MINIMUMS 0

9 1
OFF B/CRS
1. On BAROMETRIC ALT
ILS
8 5 654 2
ALT IN.HG 3
71013
MB
2992
4
STEP SIX: Set up RDMI or VOR if required: 6
5
NOTE: ILS DME will be in upper corner of RDMI and HSI ONLY BARO
if the selected side pilot has ILS selected on HSI

1. Select (ARM) "APP" mode
3. When GS/LOC go green, set missed Approach ALT and HDG
CDU: (suggested only) Set to LEGS page for DME information
HSI: PF will be on either ILS or MAP (ADI is primary instrument)
767v18144

MIKE RAY 2003
S
o ... by golly, that annoying jewel of simulator aviation referred to as the Hand
flown single engine approach to CAT II minimums is now history! ... And it has
been replaced and the new idea that is supposed to replicate as much as
possible what an actual pilot would do in the real world if she (he) had to fly a
real single engine approach (what a unique concept), but dont be deceived, it is
NOT AS EASY AS IT SOUNDS!
THREE PLACES PILOTS SCREW UP THIS APPROACH:

First screw-up: NOT READY FOR THE APPROACH: Get established downwind,
in trim and on airspeed. It is ESSENTIAL to have the airplane configured and ALL
CHECKLISTS (including S/E 7-26) complete before you start the approach. It aint
no sin to drag it in, even on a single engine. Do not get rushed, do not enter the
pattern HIGH or FAST. The idea here is to make as few power and trim
adjustments as possible during the approach evolution.
Second Goober: DOESNT ADD POWER and LETS SPEED DECAY IN TURNS:
The problem here is that the airspeed gets a little low and when that happens, it
takes GOBS and GOBS of power to catch up, and then you have to add GOBS
and GOBS of trim and then you get all screwed up. So, be alert. When you bank (or
turn) a single engine airplane, it takes about 10% more power to keep airspeed
stable. Add it just before you start your turn and take it off after you roll out. Losing
a little excess airspeed after you are wings level is infinitely more desirable than
playing power catch up.
BIGGEST BOO-BOO: GETS FAST or SLOW COMING DOWN THE GLIDESLOPE :
As you approach the glideslope, you should be on autopilot, on airspeed (Flaps 5 +
10 knots), Flaps 5, and ready to start down the chute. As the glideslope gets to the
pushover point:
FLAPS 20
SET epr 1.11 Start at ONE-ELEVEN WERE IN HEAVEN and see
what it does. If you need a little change, nudge the levers up or down a tad.
GEAR DOWN -FINAL DESCENT CHECKLIST If you are a little fast, take
the gear early; if a little slow, let the speed build as the nose comes over and
then take the gear.
SET APPROACH SPEED Roll it right back to FLAPS 20 plus wind
correction (5+ min) on MCP.
TRIM. Make that yoke stay level during this whole evolution.
TIP: It is mandated (required) that you either GO-AROUND or

"BUST" on this maneuver if you continue to fly with a FULL SCALE
DEFLECTION on the localizer bar. However, you can help yourself if
you will select ILS on the HSI. This will give you a greater deflection
leeway than just using the ADI, or ... use the SAI LOC BAR..
MANUAL GO-AROUND NOTE:

If you elect to engage the autopilot above
1200 feet AGL (but before ALT CAP) on the miss
(either single engine or two engine):
REMEMBER: ...The autopilot will come on engaged in HDG HOLD
and V/S. This is a definite NO-NO during the MISSED APPROACH.
You have simply got to train yourself to associate turning on the auto-
pilot and the "BIG V" during the Go-AROUND.
Let's review the BIG V: BIG "V"
1. AUTOPILOT CMD switch 3 1
2. depress G/A button on throttles
3. HDG SEL
767v18145
MIKE RAY 2003

767ver18002
204 MIKE RAY 2003

MIKE RAY 2003

CAT III APPROACH

APPROACHING PATTERN
SLOW IT
A
I
- ATIS
- INSTALL APPROACH
DOWN !
R - RADIOs (tune & Ident) Within 25 miles of the
airport; start thinking about
B - BRIEF slowing so as to be below
A - APP-DESCENT CKLIST approaching CMS (clean
maneuvering speed) with
G - GO-AROUND/GET OFF appropriate flaps as you
It is REQUIRED to brief an come up on about 10 miles
EXIT PLAN for all approaches out (I recommend 5 FLAP
10 KTS as a target.
DOWNWIND LEG
The "below 1500 feet" recommend
CALL-OUTS
F/O CAPT (responds)
"LAND 3/2"
"FLARE and below MARKER
ROLLOUT 1500'
armed" "OM name"
E
L OP
-S
"1000 FEET "AH/DH
1000' "Runway ____,
DE
Instruments ______"
cleared to land"
I
GL
Crosschecked"
GSIA
"500 feet" 500' "Final flaps __"
"Approaching FINAL FAF

AH/DH" 200' "LAND 3"
or APPROACH
"AH or DH" AH
"LAND 2"
or SEGMENT
"GOING AROUND"
TIP:
"Flare engaged" 45' AFE CLOSELY MONITOR
AUTOLAND STATUS
BOTH
"Idle engaged" ADI LOC/GS and
LAND 3 1 ASA
P/RST TEST The check people will
"Rollout engaged" 5' AFE 2 commonly give a
NO-AUTOLAND
Don't forget to disconnect
autopilot to exit runway.
767v18146
206 MIKE RAY 2003

BASET
Additional BRIEF items during CAT III
STBY ATTITUDE INDICATOR ... ON
GOUGE
APU ... ON (recommended) B-rakes
AUTOBRAKE ... LEVEL 3 A-PU
REFERENCE + 5 (regardless of wind)
BRIEF EXIT PLAN S- AI
E- xit plan
T-arget speed (+5)
CROSSWIND LEG
FLAPS 15
AT TOP DOT slow to FL15 speed + 10 KTS
"GEAR DOWN"
ALERT "FLAPS 20"
HEIGHT "FINAL DESCENT CHECK"
5.6 DH 109
AT LOWER DOT
GS 136 1200 "FLAPS 25"
F 20 20
10 10
Approaching GLIDE SLOPE
"FLAPS 30"
"TARGET AIRSPEED"
10 10
S 20 20 CMD
A/T
SPD LOC
G/S
ALT HOLD LNAV
"CLEARED FOR APPROACH"

2
you MUST do things
MONITOR ADI 1. ARM the APPROACH MODE;
When
LOC and G/S go from Push "APP" on MCP
NOTE: A nice touch is to push "LOC" until
WHITE (armed) to GREEN (capture) LOC CAPTURE; then push "APP" to avoid
then set MCP for early descent outside of protected airspace.
M/A ALT and M/A HDG (if req) 2. ARM OTHER TWO AUTOPILOTS.
For some inexplicable reason,

this is EASY TO FORGET !
You should NOT autoland
USE HSI IN EITHER ILS or MAP MODE using single autopilot.
CDU in LEGS PAGE for distance to waypoints
ADI is considered the PRIMARY NAVIGATION INSTRUMENT
147.CDR
MIKE RAY 2003

CAT III APPROACH

This is THE approach that this airplane
was designed to fly. RANGE BRT
160 320
80 HSI
HSI 40
OPTIONAL (either ILS or MAP) 20

10
VOR ILS
MAP
WXR
STEP ONE: select the ILS/MAP mode ON

1: on the HSI SELECTOR PANEL ... ILS or MAP MAP
PLAN
2. OBSERVE ... HSI depicts the ILS or MAP NAV AID ARPT RTE DATA WPT
INOP ON ON ON ON
F F
R C
E 109.90 249 R
Q S
TEST
STEP TWO: TUNE ILS
ILS MIC SELECT
FLT
STEP THREE: Identify ILS SIGNAL VHF-L VHF-R PA SERV
INPH INPH
MASK
1: move ILS selector up
BOOM
2. It is NOT necessary to monitor
the aural during the approach PA VOR ADF ILS MKR
3. Identify all 3 ILS heads

PTT
L C R BOTH
VOICE RANGE
NAV FILTER

1. Select ILS
ADI
ILS
BRT
OFF
ILS
B/CRS
STEP FIVE: SET ALERT RST DH REF
HEIGHT (AH). 109

Use the AH based on the
CAT II DH from the approach
chart.
1. On ADI panel (use DH REF).
F132 F12.8 2. Confirm indicated on the upper
DIST L DIST R
right corner of the ADI.
lililililili
i l i 12 1 5 l i l
STEP SIX: Set up RDMI or VOR if required:
i l i 8 21 24 2i l i
i l i l0 3 6 l i l
9
1
lilililililil
ililililili
NOTE: If ILS DME is required for the approach, then one pilot MUST
N
A
N be in the ILS mode. ILS DME will be in upper corner of RDMI ONLY
V
A
V when the selected side pilot has ILS selected on HSI.
3
ililililil

ADF ADF
ADF INOP 1. Select (ARM) "APP" mode (Use multiple autopilots if autoland)
3. When GS/LOC go green; set Missed Approach ALT and HDG(if req).
HSI: PF will be on either ILS or MAP
(ADI is primary instrument)
767v18140

MIKE RAY 2003
THE The P/RST button

ONLY applies to AUTOLAND STATUS
mysterious
the lower window.
P/RST LAND 3 1
TEST
2
ASA UPPER
INDICATOR
LOWER
The upper indicator ONLY operates when:
INDICATOR
1. APP mode armed, and The lower indicator operates
anytime there is power to the
2. Two or more Autopilots armed, and airplane. Continuously monitors
3. all conditions satisfied for approach, and aircraft systems.
4. Below 1500 feet Radio Altimeter.
ABOVE 1500'
THIS IS IMPORTANT!
NOTE 1: Sometimes when
an interruption occurs, such or
as switching to the center
symbol generator, the NO NO LAND 3
AUTOLAND indication will or
spuriously be annunciated. Always BLANK
Pushing the P/RST button NO AUTOLAND
should restore operation.
anytime power is available
BETWEEN
1500' and 200' LAND 3
AUTOLAND STATUS
1
- 3 autopilots OK or
P/RST LAND 2
TEST
- aircraft systems OK
NO LAND 3 - APP mode selected
2
- below 1500 feet NO LAND 3
- LOC and G/S captured
Engine failure in this regime or - ONLY 2 autopilots
may produce this indication; available
and while technically, the LAND 2
approach MAY be continued or
using CAT II criteria if (1) pre-
briefed and (2) CAT II - 2 autopilots OK
NO AUTOLAND
minimums existed at FAF; A - aircraft systems OK
GO-AROUND (manual If - APP mode selected
below 1200 feet AGL) is - below 1500 feet - When NO AUTOLAND
considered THE appropriate - LOC and G/S captured capability existsl
response.
BELOW 200'
NOTE 2: The ASA monitors
on board equipment ONLY. or
LAND 2 or LAND 3 does ANNUNCIATOR
NOT mean that the localizer NO AUTOLAND
or glide slope are being CANNOT
received. CHANGE
if annunciated on landing
NOTE 3: Loss of the ground remains until autopilots
signal will cause a yellow disengaged
line to be drawn through the
ADI indicators (LOC/GS/AP
light) after several (4-10) AUTOLAND STATUS
THIS IS WHAT THE "NORMAL"
seconds. THE ASA WILL P/RST LAND 3 1
ASA INDICATION SHOULD BE
NOT CHANGE. TEST
DURING THE APPROACH.
2
767v18149
MIKE RAY 2003

CAT III TECHNICAL STUFF

All flights MUST HAVE legal weather to begin the Final Approach Segment.
An AUTOLAND is REQUIRED for ANY approach IF the weather is below CAT I minimums (1800 RVR).
NPA (Non-precision approaches) must SEE TO LAND.
CAT I and CAT II approaches have a DA at which we have to SEE TO LAND.
CAT III approaches have an AH (Alert Height). There is NO requirement to SEE THE RUNWAY in order
to land the airplane.
If weather degrades after starting the approach:

CAT III may continue to AH. If reported RVR is below minimums at AH,
a go-around MUST BE ACCOMPLISHED.
ALL OTHER APPROACHES: Reported weather irrelevant. SEE TO LAND.
GROUND EQUIPMENT FAILURES:

NOTE: ASA DOES NOT monitor ground equipment.
It takes about 10 seconds for the yellow line to appear on the ADI. The most insidious
failure is the glideslope, and I recommend anytime you get "IN CLOSE" that you stare at
BOTH the ASA and the LOC/GS indices on the ADI.
BELOW AH ... Airplane IS certified to continue the approach with ILS failure.
ABOVE AH ... If the localizer or the Glideslope fails above AH, a MISSED
APPROACH MUST be accomplished.
Here is a "GRAY AREA." You are not required to execute an immediate GO-AROUND
if you notice the failure of the LOC/GS. This is to account for temporary failure ... but if
you notice it above AH and you do not consider it to be temporary, GO-AROUND!
If the ASA changes from AUTOLAND 3 to AUTOLAND 2/NO LAND 3 ... you may continue to CAT II
minimums IF:
1. You pre-briefed it and
2. Weather at the FAF inbound was CAT II or better. That is, you have to have had CAT II
weather when you began the approach in order to continue to and land at CAT II criteria (i.e, see to land).
NOTE: There is a great deal of controversy surrounding this issue, and I would
suggest on your checkride that you execute a go-around if you are flying a
CAT III APPROACH and the ASA changes to anything else but LAND 3.
NOTE !
If you are on a SINGLE ENGINE before you start the approach; you MAY fly an auto-coupled
approach to CAT I minimums, but must disconnect at the MAP and manually fly either a
MISSED APPROACH or LANDING.
Here are THE CAT III GO-AROUND RULES

IF you are on a CAT II/III approach and experience an engine failure below 1500 feet but above
1200 feet, you MUST go around, but you MAY GO-AROUND USING THE AUTOPILOT.
Remember that the "RUDDER BIAS" that is applied by the autopilot will go away when you either:
select another ROLL MODE above 400 feet
disengage the autopilot NOTE
or when ALT CAP is annunciated.
IF you are on a CAT II/III approach and experience an engine failure below 1200 feet but above
200 feet, you MUST go around, but you may NOT go around using the autopilot.
UAL note: ALL single engine GO-arounds below
1200 feet AGL WILL BE FLOWN MANUALLY!
IF you are on a CAT II/III approach and experience an engine failure below 200 feet, YOU MAY
CONTINUE AND AUTOLAND THE AIRPLANE..
NOTE: even though the 757/767 is NOT certified for a single engine autoland
767v18CAT3E
210 MIKE RAY 2003

SOME SPECIFICALLY reasons CAT III

to EXECUTE A MISSED APPROACH :
Here are some reasons to execute a Go-Around (Missed Approach) from a CAT III approach. It is not
definitive, in that you can probably think of others; such as doppler reported windshear event occurs,
Rudder Ratio fails, Headwind exceeds maximum (25 kts), need a cup of coffee, etc.
AUTOLAND STATUS AUTOLAND STATUS
LAND 3 1 LAND 2 1
IF P/RST
TEST
2
CHANGES TO P/RST
TEST
NO LAND 3 2
If the ASA changes from LAND 3 to LAND 2... technically, the CAT III approach is over and on a
checkride you would not be criticized for "going around." Some checkpeople allow that you may
continue to CAT II minimums IF "PRE-BRIEFED" and LAND if at DH CAT II landing criteria (SEE TO
LAND) exist ... and IF CAT II weather existed at the time the approach was commenced.
AUTOLAND STATUS AUTOLAND STATUS
LAND 3 1 1
TEST CHANGES TO TEST
IF P/RST 2 P/RST
NO AUTOLAND 2
If you can't AUTOLAND ... you can't continue if WX is below 1800 RVR,
but the checkguy MAY give you this with VMC wx .. in that case, go ahead and LAND!
UA NOTE: Requires ALL approaches below CAT I min (1800 RVR) REQUIRE AUTOLAND.
IF ENGINE FAILURE OCCURS BETWEEN 1500 and 200 feet
If AUTOPILOT used for the GO-AROUND ... NOTE:
2 of the 3 autopilots will kick off, release pressure, and center the rudder when:
a new roll mode is selected above 400 feet,
ALT CAP at level off altitude, or
NOTE !
Autopilot disengaged... and
Without pilot awareness and rudder input, the airplane may ROLL OVER AND CRASH !!!!
NOTE: UAL REQUIRES ALL SINGLE ENGINE GO-AROUNDS BELOW 1200 feet to be
MANUALLY FLOWN.
IF reported RVR IS NOT AT MINIMUMS by AH/DH

Even if RUNWAY IS IN SIGHT !
IF G/S or LOC signal is lost
An immediate Missed Approach is NOT REQUIRED (to allow for temporary signal loss) But; you
may not continue:
BELOW G/S OUT MDA for a G/S failure or

PAST AH/DH with a LOCALIZER failure.
HOWEVER
If LOCALIZER or GLIDESLOPE fails BELOW DH/AH,
A missed approach IS NOT REQUIRED !
IF FLARE indication on the ADI remains "WHITE"

when descending below 45 Feet
CAT IIIB (RVR 300) ONLY stuff
IF (below 5 feet) "ROLLOUT" on the ADI remains "WHITE"
IF CAT IIIA APPROACH ................ you may continue the landing,
BUT IF CAT IIIB APPROACH ....... You MUST GO-AROUND !!!
NOTE: DON'T DELAY, At 2 seconds after descending below 5 feet RAD ALT
or at touchdown, the GO-AROUND CAPABILITY IS DISARMED !!!
211
767v18OPS012
MIKE RAY 2003

CAT III APPROACH

HOW DOES IT WORK?
... All this is a meaningless discussion, because at UAL, an engine
failure below 1500 feet REQUIRES a Go-AROUND, even though the
airplane MAY BE fully capable of continuing the approach and landing.
HERE's my attempt at a Mike Ray style SYSTEM REVIEW:
1
This airplane has three electrical systems and only two engines. Huh? So, Mr.
Boeing got in there and wired them up so that the three systems are normally
powered by using only the two engine powered generators. How did they do
that? Well, there is a spaghetti diagram in the Flight Manual page 10-11 with a whole
bunch of switches, wires, and stuff. Quite frankly, we don't actually care about how it
does all that.
2
If the APU generator is running, we can also get it into the loop ... by a mysterious
evolution that automatically occurs, we don't care how ... and it can also act as
one of the two useable power sources. Here is a critical distinction: During the
Category III approach, the APU GENERATOR may be CONSIDERED a useable power
source according to page 4-13 (Required Airborne Equipment For Ils Approaches)
of the Flight Manual. That is to say, if we have the APU running while we are shooting the
CAT III approach (A "NORMAL" situation and SOP at the major airline with a training
kingdom in Denver) then the "APU MAY substitute as a perfectly acceptable AC electric
power source" for a failed engine generator .
3
additionally we've got these three secret, hidden FCC doo-dads. Their sole
importance, however, is that they send information and other stuff to the three
separate autopilots and the Flight Directors. A curious fact is that there must be
at least TWO FCCs operating for an autopilot to be engaged (has something to do with a
potential hardover).
as a result, there is a really weird and strange quirk on this airplane:

Since the LEFT AC BUS normally powers BOTH the LEFT and
FYI CENTER FCC, and two FCC's are required to operate an autopilot
... if you lose the LEFT AC BUS, guess what: You got "ZERO-
NADA-NO" autopilots. HUH? Incredible! Have a nice day.
4
The concept used by Mr. Boeing in developing the CAT III AUTOLAND system
is called "FAIL OPERATIONAL." Or ... if something screws up, the system is
built to "keep on truckin'." In order to accomplish this, they invented a mode
called "AUTOPILOT TRIPLE CHANNEL ISOLATION."
5
Here's where it gets down and dirty. The whole idea of the "isolation" idea was
to keep BOTH AC buses powered and these FCC guys from losing their power
and therefore keep the three autopilots operating. So, at about 1500 feet AGL,
something magic occurs, and the Flight directors go away (what???) and the FCCs
become powered by a separate and completely isolated electrical system. This occurs
ONLY if there are TWO (2) available electrical power sources (APU OK).
LEFT MAIN SYSTEM powers LEFT AUTOPILOT

FYI RIGHT MAIN SYSTEM powers RIGHT AUTOPILOT
STATIC INVERTER and HOT BATTERY BUS power CENTER AUTOPILOT
767v18CAT3B
212 MIKE RAY 2003

There are THREE SITUATIONS that can develop:
1. NORMAL (APU ON or OFF and 2 ENG OPERATING).
I mean 2. APU ON with ENGINE FAILURE.
HOW DOES IT 3. APU OFF with ENGINE FAILURE.
really WORK? IT IS SOP TO FLY THE CAT III WITH THE APU ON, if available.
SYSTEM ARMS (if multiple A/P selected)

AT ABOUT FLIGHT DIRECTORS disappear
1500 FEET AGL TRIPLE CHANNEL ISOLATION (IF 2 elect sources)
"white" FLARE and ROLLOUT displayed on ADI
2 ENG APU ON NO APU

1500 feet
IF ENG FAILS IF ENG FAILS
GO-AROUND on GO-AROUND on I DONT KNOW if autopilot is
AUTOPILOT OK AUTOPILOT OK available for go-around
1200 feet
IF ENG FAILS IF ENG FAILS
AUTOPILOTS AUTOPILOTS AUTOPILOTS
3 AUTOPILOTS all 3 AUTOPILOTS I DONT KNOW
and and FCC are armed.
FCCs are armed.
ASA ASA ASA
LAND 3 LAND 3 I DONT KNOW
GO-AROUND GO-AROUND
GO-AROUND capability capability
capability RUDDER BIAS I DONT KNOW
RUDDER BIAS remains, but:
remains OK NOTE
GO-AROUND on NOTE
AUTOPILOT OK
WARNING:
AUTOPILOT UAL restriction is that ALL single engines events below 1500
GO-AROUND feet REQUIRE GO-AROUND and further, ALL SINGLE ENGINE
OK go-arounds below 1200 feet are to be MANUAL flown.
200 feet
IF ENG FAILS
BELOW 200 feet ... AUTOLAND will continue to be
SYSTEM CANNOT annunciated ... and UAL says, "WE CAN CONTINUE
return to "NORMAL", AND AUTOLAND."
remains triple isolated
NOTE: Even though the current 757/767 Autopilot system
is NOT certified for a SINGLE-ENGINE AUTOLAND.
AH
BELOW AH ... GO-AROUND ONLY for NO AUTOLAND annunciations and CALLS
FROM ATC. Failure of the LOC or GS below AH DO NOT REQUIRE GO-AROUND.
45 feet
BELOW 45 feet ... if FLARE doesn't arm ... GO-AROUND!
5 feet
BELOW 5 feet on CAT IIIB (RVR 300)... if ROLLOUT doesn't arm ... GO-AROUND!
If RVR above 700 RVR ... OK TO LAND without ROLLOUT annunciated.
767v18CAT3C
MIKE RAY 2003

767ver18002
214 MIKE RAY 2003

...just a few
of the more notorious
OPERATIONAL SPECIFICATIONS
OP SPECS
YOU MEAN
I GOTTA KNOW
ALL THIS?
... and as an
added treat,
this stuff is
continuously
being changed
in mysterious
and wonderful
ways !
T his section is not a definitive or in any way complete

re-hash or review of "Operational Specifications,"
but rather a quick look at items that just might be
included in your checkride. For example, you won't find a
description of Class C cloud avoidance distances, or what
does a flashing amber light from the tower mean, but you will
find RVR requirements to begin an approach.
767v18OPS001
MIKE RAY 2003

SOME AIRLINES HAVE THESE RESTRICTIONS in their
OP SPECS
(Operational Specifications)
A BORING (and probably obvious) DISCUSSION
I
t is a curious feature of Airline Flying that each airlines sees the world through its
own set of rose colored glasses. While there exists a basic set of Federally
mandated flying rules, and it is incumbent on the airline to scrupulously adhere
to ever jot and tittle of that documented regulatory manual, they are allowed to "GO
BEYOND" those rules and promulgate their own rules as long as they are more
restrictive than the FAA has mandated. Going on the bizarre principle that "MORE
COMPLEX IS BETTER," each airline have chosen to add their own extra stuff and it
therefore becomes incumbent on the pilot to "sort these things out."
What this means is that studying and knowing the FARS and being intimate with your
copy of the AIM will NOT get you through your check-ride; you will have to be familiar
with those, of course; but also you have to be familiar with just where your specific
airline adds additional restrictions to the vast body of accepted aviation rules.
Every airline is different (now there's a suprise), but here are some normally
accepted "AIRLINE" op specs. Your airline may be different, these are general in
nature and will serve as a guideline only.
WEATHER REQUIRED TO START NDB (ADF) APPROACH

NDB (ADF) approaches REQUIRE
2MILES or 3000 M VISIBILITY
Or published VISIBILITY if HIGHER
WEATHER REQUIRED TO START CIRCLING APPROACH
If the runway alignment is greater than 30 degrees from the final approach
course or a circling maneuver is anticipated; the weather must be 1000/3 or
PUBLISHED MINIMA IF GREATER AT THE RUNWAY.
ALSO, the minimum HAA to which the approach may be flown during the
maneuver is 1000 HAA.
WEATHER BELOW CAT I

ALL LANDINGS are to be AUTOLAND below CAT I (ie, below 1800 RVR).
Of course, use your CAPTAINS AUTHORITY if necessary.
NOTE: The FOM (ALL WX-44) also clearly states that
autolandings are permitted ONLY on runways with CAT II or CAT III
approaches.
WEATHER BELOW 1000/3 (IMC)
NON-PRECISION APPROACHES are to be flown using AUTO-PILOT!
SINGLE AUTO-PILOT LIMITATION

AUTO-PILOT is to be disconnected at 50 feet below MDA
or 50 feet AGL on NON-PRECISION APPROACH.
767v18OPS002
216 MIKE RAY 2003

AUTOLAND REQUIRES MULTIPLE AUTOPILOTS

DO NOT AUTOLAND WITH ONLY ONE AUTOPILOT !!!
WHAT PILOTS SCREW UP: On your check ride, when flying

an autoland procedure, such as the CAT III APPROACH, it is
not uncommon to forget to select the other two autopilots.
TIP!: Even though they will not engage until about 1500 feet NOTE:
AGL, you MAY ARM them at a higher altitude. AUTOLAND IS A MULTIPLE
AUTOPILOT MANEUVER !!!
IF you can only engage TWO AUTOPILOTS,
then you are restricted to CAT II ONLY.
WHEN CONDUCTING AUTOLAND TO MAINTAIN SYSTEM CURRENCY:

REQUIRES CAT I or CAT III equipped runway
DO NOT AUTOLAND on runway with ONLY a CAT I APPROACH
Advise ATC (TOWER) if weather ABOVE 800/2
DEFINITIONS:
FINAL APPROACH FIX (PRECISION APPROACH; that is ILS): GSIA (FAF)
The intersection of
GSIA (Glide Slope Intercept Altitude) and G/S (Glide Slope)
depicted by the "FEATHER" on the Approach Plate
FINAL APPROACH FIX (NON-PRECISION APPROACH)

MALTESE CROSS
FINAL APPROACH SEGMENT:

The rest of the approach after the FAF
DA (Decision Altitude):
on CAT I or II approaches; this is the altitude
where you either see the runway or you Go-Around!
AH (Alert Height): CAT III only

NOTE: After AH or DH, it is NOT NECESSARY to execute a missed
approach because of a failure of either the GLIDE SLOPE or LOCALIZER.
There are categories of everything else: How about the
CATEGORY of CAT C: 757 and 767-200

AIRPLANES: CAT D: 767-300
SOME RANDOM LANDING RVR STUFF (FOM ALL WX-37:NOTE stuff):

RVR is NOT reported without HIRL (High Intensity Runway Lights)
If given a simple "RVR 6000," that is considered controlling
MID and ROLLOUT RVR is reported only when below 2000
or less than TOUCHDOWN RVR
CAT I requires 1 RVR transmissometer

CAT II MAY require 2 RVR transmissometers, if RVR less than 1600
CAT III requires 3 RVR transmissometers (see RVR notes)*
767v18OPS003
MIKE RAY 2003

A somewhat related issue is whether or not we will

need an alternate at destination:
(domestic)
DESTINATION ALTERNATE
1-2-3
RULE
(domestic)
ALTERNATE REQUIRED
if:
WX at DEST
+/
- 1 hour of ETA
2000 feet
3 miles
or
+
40% chnc TRW
ICE could close RWY
IF ALT iffy, ADD another ALT
* IF charter go to OFF-LINE station
NOTE: CAT 2 or 3 can NOT

be used to determine ALT
767v18265
218 MIKE RAY 2003

HOW TO FIGURE
ALT WX MINS
FOR AN AIRPORT YOU WANT TO
DESIGNATE AS AN ALTERNATE:
HERE'S HOW YOU DO IT.
(FOM page DSPCH-42)
1. Check back of the chart and see if

ALTERNATE MINIMUMS ARE AUTHORIZED
2. If airport has 1 operational CAT 1 RWY:
ADD
400 - 1
to minimums
3. If airport has 2 operational CAT 1 to different RWYs:
(except for ETOPS - Reciprocals are OK)
200 to HIGH
HAT/HAA minimums and
ADD 1/2 MILE to HIGH
VISIBILITY
AND
400 to LOWEST
ADD HAT/HAA minimums and
1 MILE to LOWEST
VISIBILITY
4. COMPARE ... and use LOWEST

767v18266
MIKE RAY 2003

These rules Apply to FLAG OPERATIONS
6 HOUR RULE
NO ALTERNATE IS REQUIRED
When:
FLIGHT PLANNED 6 HOURS or LESS

and +/- 1 HOUR, WX at DEST is GOOD
ALTERNATE IS ALWAYS REQUIRED

When:
FLIGHT is PLANNED
GREATER THAN 6 HOURS
But if there is
NO AVAILABLE SUITABLE
ALTERNATE AIRPORTS
Then you are allowed to use the ...
2 HOUR RULE
WHEN DISPATCHING TO
AIRPORT WITH NO ALTERNATE
Must have fuel to

FLY TO AND LAND AT DEST
plus
FLY FOR 2 HOURS at NORMAL CRUISE
If NO ALT required under 6 hour rule,

then 2 hour rule does not apply. 767v18OPS025
220 MIKE RAY 2003

FLYING THE APPROACH

OP SPECS
U
sually, the only reason for flying an approach is to land the airplane.
However, in the simulator environment, the reason to fly an approach is
so that the Checkperson can try to screw you up; and then see what you
will do when they make bizarre changes to obscure stuff during the approach.
These changes may be mechanical, environmental, weather related, or cosmic.
This is the crux of the simulator part of the Checkride game. This is where the
checkperson determines whether or not you "KNOW THE LATEST STUFF."
S ometimes, an airline will actually ADD complexity and confusing

interpretation to the basic FARs that will make flying the approach
somewhat more complex. These particular variations become things that the
CheckAirmen look for specifically. This seems to be particularly true in flying the
approaches. While the FAA has actually relaxed some restrictions, additional
interpretation may have been added to the approach rules. Too bad!
The recent FAA decision that says, All flights must have legal weather to begin
the FINAL APPROACH SEGMENT; but once on the FINAL APPROACH
SEGMENT the approach may be continued regardless of the reported visibility
or ceiling may be a case in point. My interpretation of that is this: Once we are
inside the FAF, we are allowed to continue the approach and land regardless of
what the reported weather is.
HOWEVER ...
You MUST go to your individual FLIGHT OPERATIONS MANUAL and
determine whether or not you are required by your airline to have legal minimum
RVR to continue past AH/DH and land. Some airlines may have adopted one
interpretation , some another.
Those pilots over at UNITED AIRLINES can look at

FOM pages ALL WX-45 and ALL WX-46. If it still says :
Page ALL WX-45: "CATEGORY III RVR must be reported

at or above published minimums to ... continue the approach
past alert height/decision height."
Page ALL WX-46: "CATEGORY III ... A missed approach

is required upon reaching the AH/DH if the latest reported
controlling RVR is below the applicable minima."
THEN ... IF WX AT AH
IS BELOW MINIMUMS
YOU MUST GO-AROUND
EVEN IF YOU SEE THE RUNWAY.
767v18OPS005
MIKE RAY 2003

4
The This IS Brain Surgery, Rocket science, and Quantum Mechanics.
This is difficult stuff for a pilot to understand, so listen up:
APPROACH
There are FOUR QUESTIONS that must be answered
prior to:
1: Beginning the approach, (i.e; descend below GSIA
QUESTIONS
or FAF altitude), and also prior to
2: Descending below minimums at MDA/DH/AH.
QUESTION 1: THE AIRPLANE SYSTEMS QUESTION. What is the lowest "CATEGORY of

APPROACH" to which this airplane is capable of flying? This is totally dependent on which airplane
systems are available and operative. IT HAS NOTHING TO DO WITH THE ATC REPORTED RVR. This
is the stuff listed in the limits section of your FLIGHT HANDBOOK.
Mr. Boeing, realizing that we were just pilots, made a little guage that monitors airplane
systems for us to stare at during the approach, it is called the ASA. That little ASA guy tells us if there is any
change to the AIRCRAFT SYSTEMS related to the Autocoupled/Autoland approach system during an
autocoupled/autoland approach. The ASA does NOT monitor GROUND BASED equipment. Normally,
Our airplanes are OK to fly any CATIIIB approach down to 300 RVR, but that does not mean that any
particular RVR IS NECESSARILY AVAILABLE.
AUTOLAND STATUS Here is just a "PARTIAL LISTING" AUTOBRAKES - N/R
P/RST LAND 3 1 some of the stuff on the FLIGHT CAT I ANTISKID - N/R
REVERSERS - N/R
TEST MANUAL 4-13 page. I am presenting it
2
here to highlight just a few of the more AUTOBRAKES - N/R
important differences, but definitely not CAT II ANTISKID - N/R
REVERSERS - N/R
every item. This page is
very confusing.
REQUIRED CAT IIIA
AUTOBRAKES - N/R
ASA
ANTISKID - N/R
LOOK
REVERSERS - N/R
AIRBORNE AUTOBRAKES - REQ
EQUIPMENT
+
(or IRS Ground speed)
CAT IIIB ANTISKID - REQ
(PG 4-13) to be CAT IIIB capable REVERSERS - REQ
ROLLOUT GUIDANCE
YOU MUST HAVE: ... REQUIRED
NOTE 1: Be certain you take a look at that chart on FLIGHT MANUAL

PAGE 4-13 because I have not included even close to every item listed.
One tricky item is the SYMBOL GENERATORS; they are listed, but under
FLIGHT the category ELECTRONIC ADIs, and you only have to have 2 to fly ANY
approach. REMEMBER THAT when you have an ADI/HSI failure.
MANUAL NOTE 2: At 5 feet, using CATIIIB approach criteria, IF the ROLLOUT
PAGE indication on the ADI does not go green you cannot continue an approach to
CAT IIIB minimums... you gotta GO AROUND.
4-13 NOTE 3: There is one additional quirky system that is NOT ON THE ASA,
but if it fails, AUTOLAND IS NOT ALLOWED. That is the RUDDER
RATIO LIMITER. You CANNOT AUTOLAND without it.
QUESTION 2: What is the RUNWAY CAPABILITY (APPROACH

CHARTED AVAILABILITY). You must look at the APPROACH PLATE to
determine the CATEGORY/RVR available for a specific RUNWAY. This is
totally dependent on the specific runway systems available and is depicted on
the approach plate. This is not related to the AIRPLANE SYSTEMS. IT HAS
NOTHING TO DO WITH THE ATC REPORTED RVR.
Here is the key: Both the AIRPLANE AND THE AIRPORT have to
APPROACH
be CATIII-B capable to fly down to CATIII-B minimums. If, for example, the PLATE
airplane has some restrictive problem that limits it to CATIII-A, then even
though the runway may be CAT-IIIB, the lowest minimums which may be flown
are CATIII-A.
Mr. Jeppeson, realizing that we were just pilots, made a simple little
box for us to look at on the approach plate.
767v18OPS006
222 MIKE RAY 2003

QUESTION 3: WHAT ARE THE AIRPORT and ENVIRONMENTAL CONSIDERATIONS? What
restrictions are there to operating into that particular airport on that particular day. These things are
depicted in the NOTAMS, PIREPS, HANDBOOKS, AIM, FAA CIRCULARS, YELLOW APPROACH
PLATES, ETC.
IT HAS NOTHING TO DO WITH THE ATC REPORTED RVR.
The FAA, realizing that we are just pilots, made it as difficult and obscure as they could by hiding this
information is as many different places as they could discover or invent.
SPECIAL AIRPORT STUFF
Special Airports REQUIRE special qualification by CAPTAIN. When the Captain signs
the release he is saying that he has met those special qualifications. The DANGER here
is that someday you may NOT EVEN KNOW THAT AN AIRPORT IS SPECIAL. Such
places as San Diego, San Francisco, and Ontario, CA. The list is on page APT-141.
Special qualification required means: (ADMIN-24) The key phrase is ENTRY ... That
means at least ONE TAKE-OFF AND ONE LANDING, or ...
1. CAPT or F/O has made an entry as crew or OMC within 12 months, OR
2. CAPT has reviewed those color pages (included in the approach plates)
3. Watched a VIDEO about the airport within 12 months, OR
4. VFR (1000/3) at airport
ICING and FREEZING PRECIPITATION

MICROBURST ALERT CHART (FOM page ALL WX-88)
LIGHT MODERATE HEAVY
FAA CIRCULARS FREEZING RAIN OK NO-OP NO-OP
UNDISCOVERED
FREEZING DRIZZLE OK OK NO-OP
SNOW OK OK OK
CHANGES POSBDS
NIL BRAKING note RUNWAY CLUTTER CHART
(FOM page ALL WX-14)
NOTAMS (FOM page ALL WX-72):
TAKEOFF SUSPEND
If braking action is NIL: NOT
PERMITTED
OPERATIONS
(except emerg)
"TAXI, TAKEOFF, and LANDING
OTHER NOT RECOMMENDED" SLUSH OVER 1/2" OVER 1/2"
UNKNOWN WET SNOW OVER 1" OVER 2"
STUFF DRY SNOW OVER 4" OVER 6"
STANDING WATER OVER 1"

NEW GUY STUFF OVER 1/2"
CAPT is to make first 10 take-offs and landings after IOE.

Golly .. It requires a lawyer to figure the rest of this stuff out.
ALL WX-30 /FAR 121.438(a)
SEE PAGE ALL WX-30.
IF F/O < 100 HRS, THEN:
Two venues:
CAPT and/or F/O under 100 Hours CAPT MAKES T/O WHEN:
CAPT under 300 Hours.
And EXEMPTION 5549 -CLUTTER
And FAR 121.438 limitations: -VIS <3/4 / 4000
-Xwind > 15 KTS
HOWEVER, regardless of Flight time in seat or airplane: -WINDSHEAR
CAPTAIN WILL ALWAYS MAKE THE TAKEOFF -SPECIAL AIRPORT
T/O IF RVR LESS THAN 1000 or
ROLLOUT RVR LESS THAN 1000. CAPT. LANDS WHEN:
CAPTAIN WILL ALWAYS MAKE THE LANDING
LAND IF VISIBILITY LESS THAN 1/2 MILE (1800 RVR).
-VIS <3/4 / 4000
-PRECISION APPROACH,
VIS < 1 MILE (RVR 5000) or
CEILING < DH + 100 feet
This is not intended to be a definitive list by any means, but
-X-WIND > 15 KTS
serves to illustrate that there is a ever changing multitude of
-BRAKING ACTION < GOOD
items that can affect the decision to land. I do not know of a
-WINDSHEAR
single place where all the possible problems are laid out in any
-SPECIAL AIRPORT
kind of meaningful and coherent manner.
MIKE RAY 2003

QUESTION 4: The very difficult RVR RIDDLE (the very heart of the approach puzzle). The FAA and
the Checkguys LOVE this stuff. There is a point in the development of the approach where they can
change the RVR or fail one of them and you are supposed to guess whether or not you may start the
approach (i.e, continue below GSIA or FAF intercept altitude) and/or whether or not you may continue the
approach past the MAP or AH/DH. If you are able to figure out this mystery while you are up to your
eyebrows in the approach, you CAN BECOME AN ACE CHECKRIDE TAKER !!! Don't be intimidated,
you can do this. The secret is the little chart on page ALL WX-37 of the FOM; but ...
TIP
YOU MUST HAVE THIS CHART
MEMORIZED
(or be condemned to look it up: PAGE ALL-WX 37)
This hidden and obscure RVR CHART is important

whenever RVR/VIS less than 2400/1/2 !
ENTER THE CHART WITH THE TOUCHDOWN RVR ...
IF TCHDN RVR IS..........THEN THESE ARE THE RVR REQUIREMENTS
RVR/CAT TCHDN MID ROLLOUT RVR NOTES*
DOWN TO but
1800 REQUIRED MID CAN SUB
NOT less than CAT I CONTROLLING
OPTIONAL
ADVISORY
OPTIONAL
ADVISORY FOR TCHDN
IF INOP
1600
DOWN TO but REQUIRED OPTIONAL OPTIONAL
NOT less than CAT II CONTROLLING ADVISORY ADVISORY
MID CAN SUB
1200
DOWN TO but REQUIRED OPTIONAL REQUIRED
NOT less than
CAT II CONTROLLING ADVISORY ADVISORY
FOR ROLLOUT
IF INOP
DOWN TO but
600 REQUIRED REQUIRED REQUIRED IF ONLY TWO,
NOT less than CAT IIIA CONTROLLING CONTROLLING ADVISORY BOTH CONTROL
600
LESS REQUIRED REQUIRED REQUIRED
CAT IIIB CONTROLLING CONTROLLING CONTROLLING
ONE CAN BE
INOPERATIVE
THAN
without looking ...PRACTICE-PRACTICE-PRACTICE

IF TCHDN RVR IS..........THEN THESE ARE THE RVR REQUIREMENTS
RVR/CAT TCHDN MID ROLLOUT RVR NOTES*
DOWN TO but
NOT less than CAT I
DOWN TO but
NOT less than CAT II
DOWN TO but
NOT less than
CAT II
DOWN TO but
NOT less than CAT IIIA
LESS CAT IIIB

THAN
767v18OPS008
224 MIKE RAY 2003

IT'S PRACTICE TIME:

It is essential that the pilot be familiar with that chart on FLIGHT
OPERATIONS MANUAL PAGE ALL WX-37 in order to determine whether
or not the REPORTED RVR is appropriate to continue the approach. It is not
enough just to have the TOUCHDOWN RVR above that required, but you gotta
understand that the relationship between the RVRs can affect the legality of
making the approach or landing.
Lets try and understand this BIZARRE and really (overly)

COMPLEX relationship with a few illustrative examples.
PRACTICE Take a moment .. Look at these examples

and DECIDE if we are legal to start and/or
TIME continue the approach:
If the RVR goes from 6 - 6 - 6 to 6 - 6 - 0: Can we continue the approach?

The answer is "YES." Why? , because as long as the TCHDN RVR is 600 RVR OR ABOVE
, then the ROLLOUT RVR (while required) is only advisory.
If the RVR goes from 6 - 6 - 6 to 12 - 0 - 0: Can we continue?

The answer is "YES." Why? because if the TOUCHDOWN RVR is 1200 or
greater, then the MID RVR is optional/advisory and the ROLLOUT is required but
advisory.
If the RVR goes from 3 - 3 - 3 to 3 - 3 - 0?

Then a go-around MUST be executed even though the RUNWAY IS IN SIGHT!
If the Controller says the RVR is 1200, and doesn't specifically mention a
ROLLOUT RVR, can we continue?
Answer: Yes. Why? Because MID and ROLLOUT RVR are only reported when
less than TOUCHDOWN RVR
If MID RVR is INOPERATIVE, and RVR is TCHDN 300 and ROLLOUT 300,
can we continue?
Answer: Yes. Why? If RVR reported is below 600 RVR, then one RVR can be
inoperative.
If weather is 1200 - 0 - 0. Can we?

Answer: Yes. Why? If RVR 1200, then MID and ROLLOUT are advisory only.
HERE IS A HARD ONE ... 6 - 3 - 0 ?

There has always been some disagreement around the training kingdom about
this one. What do you think?
CAN ? CANT ?
767v18OPS009
MIKE RAY 2003

4
The
APPROACH
QUESTIONS must be answered at TWO places:
The difference between "ABANDONING" an approach and "EXECUTING A GO-AROUND" is simply a
matter of where the event takes place. There are TWO places where we "normally" consider departing
the approach environment:
1: Before beginning the approach and
2: Before descending below minimums.
The rule is basically: " You cannot begin an approach without minimums, but once
the approach is commenced, the approach may be continued to the missed
approach point even if the weather goes below minimums during the approach."
NON-PRECISION
APPROACH
MUST SEE FAF

TO LAND
FIRST POINT:
SECOND POINT: MDA
BEFORE FAF
AT MAP
FAF
PRECISION
APPROACH
CAT I / II
MUST SEE
TO LAND
GSIA
CAT III PE FIRST POINT:
SLO AT GSIA
ID E
NEED LEGAL GL
RVR TO LAND
VIS NOT REQ SECOND POINT:
AT AH/DH
226
767v18OPS010
MIKE RAY 2003

SOMETHING IMPORTANT THAT

SOME PILOTS DONT KNOW !
IF WEATHER GOES BELOW LANDING MINIMUMS
DURING THE APPROACH
NON-PRECISION and ILS CAT I/CAT II: If you had ade quate minimums
to commence the approach at FAF (Final Approach Fix) and it
subsequently goes below minimums during the approach, you are OK to
continue the approach to MDA or DH; and if you visually acquire the
runway (and meet all the other criteria for making a safe landing), you may
land.
CAT III: ...a little Different. Once you have commenced the approach with
acceptable weather at FAF, and the RVR subsequently goes below
minimums, You may continue to AH/DH. If weather at AH/DH is not
above landing RVR minimums, you must Go-Around; EVEN IF YOU
SEE THE RUNWAY. To put it another way, you MUST have landing
minimums at AH/DH to continue.
THIS IS THE CRUX The Checkguys would LOVE to let

you see the runway, but have the
OF THE PROBLEM! RVR below that required to land.
FAQ (Frequently asked question)

If you are flying a CAT III approach and you arrive at CAT II minimums with
the runway environment in sight BUT the RVR below CAT III minimums.
That is, you started the approach with CAT III minima but you arrive at the
DH with CAT II landing criteria satisfied. CAN YOU LAND ?
The answer is and it seems that there are differing points of view. Some
advocate the pre-briefed CAT II idea for every CAT III; That is to say, in
your CAT III approach brief you include the statement, If the ASA goes to
LAND 2 or the RVR goes below CAT III minimums, we will revert to CAT II
criteria for landing at DH That is, SEE TO LAND.
UA POLICY:
1: You must have legal CAT III minima at AH in order to land, even though
you see the runway.
2: You must have had legal CAT II mimimums at the FAF in order to
change approach criteria.
3: It is NOT UA Policy to change approaches during the approach.
767v18OPS011
MIKE RAY 2003

SOME OTHER
REASONS
to EXECUTE a MISSED APPROACH :
WEATHER goes below minimums
Remember that the VISIBILITY is USUALLY determining. The ceiling has no bearing
on your decision except ... in a circling approach or approach where the ceiling
is specifically called out on the approach plate as limiting. Once inside FAF,
it is allowable to continue the approach.
RVR (on a CAT III) is below minimums at AH or

runway not visible when DH required (CAT II)
LOC BAR GOES FULL SCALE:

Interesting note: The ILS MODE of the HSI actually gives
greater deviation allowance than the ADI indication.
AUTOLAND:
CROSSWIND/HEADWIND/TAILWIND 25 KTS/15 KTS,
exceeds maximum allowable: 25KTS,10KTS
RUDDER RATIO LIGHT illuminates indicating restrictions:
NO AUTOLAND
MAX X-WIND 15 KTS
ON BOARD EQUIPMENT required for the approach FAILS:
GROUND APPROACH Equipment FAILS:

Takes about 4 seconds for the bar to cover LOC/GS.
A/C will actually continue on the "Established Track".
That means that it will actually make corrections for changes in wind, etc.
and could be very confusing.
TIP !
REMEMBER: You dont have to go-around
if you are already below AH/DH.
` ENGINE FAILURE during CAT III above 200':
MICROBURST ALERT
NOT IN POSITION to make a landing:
RUNWAY NOT IN SIGHT at MAP/PDP (not applicable to CAT III)
UNSTABILIZED FINAL SEGMENT:

Greater than 1000 FPM descent: IMC below 1000', or VMC below 500'
ASA INDICATION changes to NO AUTOLAND during autoland.
ATC says so
STUPID STUFF: Gear not down, Final Descent Checklist

not complete, lined up for wrong parallel runway,
or any other reason you are not comfortable.
767v18OPS013
228 MIKE RAY 2003

more ...
MAGIC GLASS STUFF
...also called the FMCS,
FMS, CDU, FMC, IRU,
INERTIAL NAV, CRT,
COMPUTER, HAL,
@#$%*&, etc.
?
CLB PROG POS
FMCS DES PERF INIT
CLIMB DIR INTC LNAV EXTEND
CENTERLINE
ARC
CDURTE
LEGS
The BIG "7"
HOLD CRZ
VNAV DEP ARR
stuff CRZ
PPOS HO-BOY!
MORE TV !
... some other

esoteric and mysterious
767v18GLASS computer goodies.
MIKE RAY 2003

O D I
H L N !G
T here is something that strikes fear into the heart of even the most intrepid
aviator ... it is that dreaded statement from the controller...
I HAVE HOLDING INSTRUCTIONS WHEN YOU ARE READY TO COPY.
When we receive this message, there are three things we have to compute:
1 HOW MUCH FUEL DO I HAVE IN MINUTES.
2 HOW LONG CAN I HOLD?
3 WHAT IS MY "NEW" PLANNED ALTERNATE AIRPORT?
After receiving your clearance to hold:
CONTACT THE DISPATCHER with your fix and EFC.
You should do this via ACARS, because you can bet that the Dispatcher is really busy
with lots of other pilots holding and diverting.
The HOLDING/DIVERT scenario is particulary difficult because all the resources

normally available to you for consultation will be occupied and not available to you. If
unable to contact the Dispatcher or she (he) does not respond it is essental that you go
through the same steps she (he) would in assessing your FUEL/TIME problem.
HERE IS HOW IT WORKS:
STEP 1: Use alternate designated on your FPF or go to FOM page APT-111 ff.
Assume you are no longer going to your destination and select some realistic alternates.
The selection process MUST involve the list on FOM APT-111 ff.
STEP 2: Determine how much fuel you want to have on board when you park the jet at THE
NEW DESTINATION.
STEP 3: Determine how much fuel it will take to:
(a) get from the holding fix to the initial approach fix at the new destination,
(b) fly the approach and landing,
(c) fuel for additional holding if appropriate,
(d) taxi to the gate.
STEP 4: Subtract that from what you have on board; convert to minutes and decide when it
will be time to depart holding.
STEP 5: DO NOT STAY AROUND beyond your limit. It has been my

experience that these things can drag on and on and even when cleared to
the next controller, additional holding may be required. BE TOUGH!
230
767v18HOLD
MIKE RAY 2003

HOLDING OP SPECS
Here are some of the things that you will be expected to know about holding.
Even though the "MAGIC GLASS" does a miraculous job of figuring the entry,
etc; there are some other things that we have to have at our fingertips.
"NORMAL" 265 KTS MAX

HOLDING SPEEDS 14,000 feet
NOTE 1: If your airplane is "TOO HEAVY" to 230 KTS MAX

hold at that speed, you MUST obtain ATC 6,000 feet
clearance to hold at a higher airspeed. 200 KTS MAX
Minimum
NOTE 2: It is a common ploy for the check
holding altitude
person to issue a clearance to hold when the
CMS (clean maneuvering speed) is greater
than the allowed holding speed. BE ALERT!
Possible STALL danger. YIPE!
NOTE 4: Be aware of "Minimum Holding Altitudes."
NOTE 3: Remember that if you are Usually the best indicator is the "GRID MORA." MEAs
given holding right at the 14,000 feet usually are not good choices as they require remaining
boundary, then your holding speed too close to the airways. If the holding pattern is
maximum is 230 KTS depicted, the little altitude inside it is the MHA.
NOTE 5: These NORMAL holding speeds do not count when flying to places that have
published their own speeds; such as Military places, London , New York Area, etc. These
places will inform you what their speeds are with some hidden note on the approach plates,
charts, 10-7/20-7 page, etc. BE ALERT!
NOTE 6: The recommended BEST SPEED annunciated on the HOLD PAGE does not
take into account compressibility. This means that holding AT ALTITUDE MAY
necessitate a correction, otherwise the possibility of LOW SPEED BUFFET is enhanced. I
recommend that at altitude, ADD 20 KNOTS TO THE FMC MINIMUM HOLD SPEEDS.
HOLDING INSTRUCTIONS
An ATC clearance to Hold will include:
1. Direction (NE, SW, etc) Standard holding is:
2. FIX
3. Radial, course, bearing, etc. Right Hand Turns
4. Leg length Inbound legs 1 minute at or below
5. Direction of turns 14,000 feet
6. EFC ... Complete holding and 1 1/2 minutes above 14,000 feet
instructions MUST include EFC ! 25 degrees bank (using autopilot)
IF ... THEN: Pilot Training 101. If you accept a clearance without an EFC, the
Check Person will have an UNCONTROLLABLE URGE to fail your radios!
HOLDING REPORTS
ENTERING HOLDING: You MUST report: WHAT PILOTS SCREW UP: Most
1: FIX common deletion is for the pilots
2. TIME to forget to report their atitude.
3: ALTITUDE
LEAVING HOLDING: You MUST report: You are then expected to resume normal
departing the holding fix operating speed.
767v18ops004
MIKE RAY 2003

HOLDING
HOLDING ... This machine is FABULOUS at holding. You have to know a
coupla things first.
RULE NUMBER ONE: THE HOLDING FIX

MUST BE A WAYPOINT IN YOUR ROUTE.
If you are cleared to a fix to hold that is not one of your waypoints, Use the DIR
INTC page to make it THE ACTIVE WAYPOINT. If the fix is already in your route,
just pull it down, and if cleared to it directly, make it your active waypoint by going
"DIRECT TO" and then, after selecting the
HOLD page, put it in the " HOLD AT" box.
The PPOS is great if you want to hold right where MOD RTE 1 HOLD 1/1
you are at; Say you are on the approach course, FIX SPD / TGT ALT
not quite prepared to continue the procedure and ----- -- /---

- QUAD/RADIAL FIX ETA
---- Z -
want to make a turn in the HOLD, just push --/--- -
-
EFC TIME
PPOS and the airplane will make that point the

INBD CRS / DIR
--/--- ---- Z
holding fix and start its turn. FABULOUS. - LEG TIME
----
HOLD AVAIL
---- -
-
MIN
I should add that the HOLD box only needs a - LEG DIST
--.-- NM
BEST SPEED
----KT
minimum amount of information to complete its - HOLD AT
-
calculation. FIX and INBD CRS will get you - PPOS> -
started. If LEFT turns desired, just LS3L L.
INIT RTE DES
CLB CRZ
REF
DIR DEP EXEC

HOLD PROG
INTC ARR
MOD RTE 1 HOLD 1/1

GETTING OUT OF FIX SPD / TGT ALT M
S
HOLDING -
PUTZE
QUAD/RADIAL
235 / 6000
FIX ETA
0243.6Z
- G
- --/--- EFC TIME

-
INBD CRS / DIR
---- Z
- -
O
328 / L TURN F
LEG TIME HOLD AVAIL S
1 + 53
- -
T
5.4 MIN
LEG DIST BEST SPEED
This is a VERY tricky. --.-- -
-
NM 213KT
- < NEXT HOLD EXIT HOLD >

-
THE TWO BAD WAYS
1: Shut off the Autopilot and hand fly.

INIT RTE DES
CLB CRZ
REF
(Always an option!) DIR

INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
2: HEADING SELECT and steer FIX
somewhere else. D
S
PREV
PAGE
NEXT
PAGE
A B C D E
M
S
NOTE: Big problem! Until you
P
Y F G H I J G
clear the hold out of the CDU LEGS 1 2 3

K L M N O
page, the airplane cannot be F
A 4 5 6
O
F
P Q R S T S
reconnected to LNAV.
I
L T
7 8 9
U V W X Y
.
THE TWO GOOD WAYS 0 +/-
Z DEL CLR
3: EXIT HOLD PROMPT. Probably the

best way out, and the one the Check
Airman is likely looking for you to use. The airplane will make the MOST
EXPEDITIOUS turn back to the holding fix and depart on the previous route.
4: DIR INTC page and put another waypoint or THE HOLDING FIX in and go
there directly, making the HOLD disappear from the LEGS page.
232
767v18CDU008
MIKE RAY 2003

NEXT HOLD
THIS IS REALLY TRICKY !
NEXT HOLD ...The use of the term next in the CDU can be misleading. If you pull up the
HOLD PAGE and there is a holding fix already installed, even if it is the fix at which you
want to hold, you must select NEXT HOLD.
Here is the problem. If you have already installed your arrival airport runway and approach,
the missed approach may automatically be installed along with its depicted holding pattern.
If that just happens to be the fix at which you are cleared to hold, you cannot just go there and
hold as it will either wipe out from your selected route and a whole bunch of other stuff
including your selected runway or, in some cases, you simply cannot selected that fix to the
hold line. MEGA-FRUSTRATION and sweat begins to pour from your brow. You will get all
flustered and things get all choked up. The check guys LOVE this kinda stuff.
So, here are two things you MUST know:
First: NEXT HOLD does not mean next hold AFTER the one listed, but rather it means
FIRST HOLD. In other words, while it implies that it will become the next hold fix after the
one listed, it actually means that it will be the FIRST HOLD FIX that you will encounter and
will be placed in the computer BEFORE the one listed and actually become the FIRST hold
fix in the computer, and the one you will encounter first.
Second: If you get a CHECKPILOT FROM HELL, he wants to get you to the point where you
are all set up for the approach with your landing runway installed; and then He will gleefully
clear you to hold at a fix that just happens to be your missed approach holding fix.
ITS A TRICK! Its a mean and nasty trick!
RULE NUMBER TWO: Remember that you have to

select NEXT HOLD if there is another holding fix
already on the hold page, even if it is the same one
at which you are cleared hold.
One final point, it is possible that there is more than one holding
fix in the computer lineup. So, if you find a holding fix already on
the hold page when you select it, and after selecting NEXT
HOLD another fix shows up, simply select NEXT HOLD again.
...And if there appears another one, select NEXT HOLD again
until you get to an empty HOLD page.
767v18CDU008A
MIKE RAY 2003

BUILDING AN APPROACH
I
t is "HIGHLY PROBABLE" that you will be required to "build an approach" on your
checkride. It happens like this; you will be cleared for an approach which is NOT
in the CDU. It is usually a simple NDB or VOR with fairly straightforward Missed
Approach Procedure. You have the option, of course, to fly the approach
WITHOUT the MAP MODE so that it would be legal even if it is not in the CDU ... BUT,
they will want you to build the approach. It is VERY simple and here's how to do it. DO
NOT be intimidated by the GLASS STUFF!!!
SLIDER
D
122.2
. ..SLD
..
M --- - - O
19 3
6.3
60 O
00
01 3
12
2 O
058 O
238
238
O
4.3
(IAF)
CHECK
.253
_ ._ _PC
._ .
O
NOTE: You will not be
0 23
required to build the

procedure turn portion of the
NDB/ADF. On your check
ride you can expect normal
vectors will be supplied to
DOGMEAT intercept the bearing inbound
102 O D outside of the Outer Marker.
122.2. ..DGM
..
M --- - -
282 O
Here is the MIKE RAY MUNICIPAL AIRPORT "NDB Rwy 24" approach. Let's say you get
cleared for this approach on your checkride but find to your chagrine, that the approach is
not in the CDU ... neither is the fix "CHECK" or "PCNB." Here is how you can "build that
approach."
767v18ADFa
234 MIKE RAY 2003

STEP 1: Select DIR INTC page. Because we expect a

vector to intercept the inbound bearing outside of CHECK, we want
to put that in the box and run a line into "CHECK" bearing 238
degrees.
STEP 2: Define CHECK. Because neither CHECK nor

PCNB is in the data base, we have to use some other method. How
about RADIAL/DISTANCE from SLIDER or from DOGMEAT.
Another option would be RADIAL/RADIAL from SLIDER and
DOGMEAT? Either of those three would work. Lets use
SLD122/6.3. Type it in the scratchpad and Line Select it to the INTC
LEG TO boxes of the DIRECT INT page. Type 238 and Line Select
it into the INTC CRS boxes.
That would show CHECK on the HSI as SLD01 with a magenta line
extending into it bearing 238 degrees.
STEP 3: Connect CHECK with the RTE 1 LEGS 1/1

RUNWAY. If the ROUTE page shows as
- -
O
238
DEST the airport in question, you may simply SLD01 ---/ -----
- -
O
238 4.8 NM
type 24 in the scratchpad and Line Select RW24 ---/ -----
that to the position directly below SLD01 on
- -
O
7.5 NM
DGM
173
---/ -----
the LEGS (or DIR INTC) page.
- DGM
HOLD AT
---/ ----- -
- -
NOTE: If the RTE page doesn't show that ACTIVATE >-
airport (this destination may be a diversion - < RTE 2 LEGS
field) as the DEST, you should change your

destination to conform with the actual place of INIT
intended landing. Then the 24 entry will work.
RTE CLB CRZ DES
REF
DIR DEP EXEC
STEP 4:
LEGS HOLD PROG
INTC ARR
Type the Missed Approach FIX
Fix DOGMEAT (DGM) into the scratch pad D

PREV NEXT
A B C D E
M
and Line Select it to the next slot below RW24
S
PAGE PAGE S
P
Y F G H I J G
on the LEGS page. 1 2 3

K L M N O
STEP 5: F O
Now, because DGM is a A

I
4 5 6
P Q R S T
F
S
T
waypoint on your CDU (Remember that you
L
7 8 9
U V W X Y
cannot build a holding pattern for a fix that is . 0 +/-
not a waypoint on one of your LEGS pages): Z DEL CLR
1: Select DGM to the scratch pad.

2: Select the HOLD page.
3: Line Select (or type) DGM
in the FIX line.
4: Note that the INBD CRS
will be 102, with a right hand turn
so you have to
5: place 102/R in the INBD CRS/DIR line.
PIECE of CAKE
767v18ADFb
MIKE RAY 2003

BUILDING AN ARC
I
t is "NOT LIKELY" that you will be required to "BUILD AN ARC" on your check-ride.
The GREEN CIRCLE technique is usually taught, but if someday you have to, heres
the dope:.
BUILD IT AS YOU FLY IT ...

By that they mean, start at the Beginning instead of starting at
the Runway, and then build the approach along the same
path you wish the airplane to fly.
(IAF) D8.0
238
ROCK O
D
117.5 MTV D0.5
D3.6
068 O
250 0
8.
reminder:
0
13
YOU MUST ALWAYS 5 O
113 O
HAVE RAW DATA

DISPLAYED WHEN
FLYING AN ARC !
ar ME
3 c
D
0
8
00
10
2O
(IAF)
12
2 .0
30 9 5 O
00
DOGMEAT
D
123.4 DGM
BEAVIS
H
(H)
28
2O
ere is the MIKE RAY MUNICIPAL AIRPORT "VOR DME ARC Rwy 24" approach.
If you are cleared for an ARC approach that is not in the CDU DATABASE memory;
you will have to construct it, use the green circle, or fly it without the benefit of the
"glass." The CheckGuy will want to see you quickly and simply place the approach
"in the box" and either "fly the magenta line" using "LNAV," or navigate around the green
circle using the HDG SEL.
Remember, if you find yourself one dark and stormy night unable to get the approach in the
box, or you just cant get it do in the time available: you are perfectly legal to fly an approach
like this using the tools in their "raw data" mode, just like any garden variety 727 ... and it
works great!
What I am trying to tell you is this. Either learn how to do an arc quickly and simply ... or
get your head out of the CDU and concentrate on flying the airplane. The CDU is simple
... but do not get bogged down and fail to stay ahead of the airplane.
236
767v18ARCa
MIKE RAY 2003
Either CONSTRUCT THE ARC or GREEN CIRCLE or just FLY THE ARC
USING STEAM GUAGES BUT DECIDE EARLY on in the approach.
The reason, if the PNF is HEAD DOWN for a long time, then the PF is
left trying to INVENT the ARC without the other pilot in the loop. NOT
GOOD! ALSO ALWAYS HAVE RAW DATA DISPLAYED!
STEP 1: Line select the starting point; such as BEAVIS.
STEP 2: Enter the remainder of the waypoints using the RADIAL/DISTANCE FROM THE
VOR to define the points (keep it simple, stupid!). The first point will be the beginning of the
ARC: MTV135/8
NOTE: The CDU will "round" out the curve so that the magenta line will actually
start its turn "about 2 miles prior" to the arc. It is not necessary for you to "pre-
figure" a point to begin the turn, such as MTV135/10.
STEP 3: Place waypoints along the route that will approximate an arc. The degrees of arc
difference between the waypoints will vary with the diameter of the arc; that is, if the arc is a
20 mile diameter arc, it may be necessary to place the waypoints about every 20 degrees to
create a smooth arc. However, if the diameter is fairly small (such as 8 DME), then about
every 40 degrees or so will be adequate. The arc will be a series of straight line segments and
the closer the waypoints, the smoother the arc.
NOTE: The recommended technique is to Line select MTV01 to the

scratchpad, tap the cancel key to erase the digits you want to replace, and put in
the desired radial/distance for the next waypoint.
STEP 4: It makes sense to use the 113 degree radial because of the altitude change.
MTV113/8.
STEP 5: The 10 degree lead-in radial makes a good sense for a waypoint as it alerts us
to the fact that we may descend to the next altitude and that we should be expecting the
intercept turn. MTV068/8.
STEP 6: The approach course is the RECIPROCAL to the waypoint designator: That
is, be alert to the fact that while you are inbound heading 238 degrees, the next point is
MTV058/8.
NOTE: Even though the airplane will NOT go to the point but will actually turn
inside the waypoint, it is NOT necessary to "figure out or estimate" a pre-turn
point. The machine knows you can't make a sharp turn and will make a nice
round corner for you.
STEP 7: The rest of the approach is fairly intuitive.
STEP 8: Because DGM is a waypoint on your CDU (Remember that you cannot build a
holding pattern for a fix that is not a waypoint on one of your LEGS pages):
1: Select DGM to the Scratchpad
2: Select the HOLD page
3: Line Select (or type) DGM in the FIX line
NOTE: the INBD CRS will be about 172/L, because unless in the holding pattern is
already in the computers memory, the GLASS will automatically construct a holding
pattern using the INBOUND leg.
237
767v18ARCb
MIKE RAY 2003

SOME V-NAV
U
STUFF
HOW TO GO P AND D OW N
T
here are several ways I know of to make the 1. HANDFY
airplane climb and decend. You may know 2. V/S
others, but here are the simple ones that 3. FLCH
will be useful during a checkride. 4. VNAV (CLB and CRZ PAGE)
HANDFLY: Don't think I need to elaborate on this. ALWAYS AN

OPTION. If you should encounter GPWS or WINDSHEAR or TCAS RA ...
YouWILL be expected to HANDFLY.
V/S: There is a saying around the TRAINING CENTER: "V/S means very seldom
used." I personally think that V/S is great and that we just have to understand how it
works. The training people are concerned because:
V/S does not have an "ALPHA SPEED" option like some other airplanes.
That means that if you should select a climb rate greater than that which the
power setting can sustain, the airplane may stall. Incredible.
V/S will fly away from the altitude IN SPITE OF THE MCP ALTITUDE. and
further, if there is no lower altitude set in the MCP, the airplane will descend
INTO THE GROUND.
Using the V/S option without the AUTOTHROTTLE engaged creates a
situation that requires the pilot to constantly be monitoring and adjusting the
throttles. So here is a MIKE RAY RULE:
DO NOT USE V/S WITHOUT THE AUTOTHROTTLES ENGAGED!
Engaging V/S can be thought of as a FOUR step process:

1. PUSH V/S button REALLY BIG !
2. SELECT TARGET ALTITUDE
3. Select appropriate speed mode
(ie. MACH # button above FL 290)
4. Select vertical speed 4 1 2
3
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
THE REASON for selecting either airspeed or mach number: The aircraft's
airspeed/mach # at the moment the V/S button is pushed will become the selected
speed/mach#. So, if you are climbing using an "airspeed" target, when you climb
above about flight level 290, the mach number relative to the selected airspeed
starts to increase. As you are climbing to altitude, you will find the airspeed
indicator pushing the barber pole. Similarly, in descent, if you in airspeed mode,
you will find the mach# WELL below that desired. NOT PRETTY!
However, REMEMBER that the V/S MUST be used during the NON-PRECISION
approach evolution in order to comply with the parameters of the approach
environment. So, in order to protect yourself, You simply MUST remember to
PLACE A TARGET ALTITUDE IN THE MCP WINDOW !!!
767v18CDU011

MIKE RAY 2003
FLCH: When FLCH is selected, the airplane will try and go to the altitude
selected in the MCP window.
If the selected altitude is higher, FLCH will "automatically" select CLB power (if
needed) and start a climb to that altitude and level off at that altitude, using the airspeed
existing at the time of selection.
If the selected altitude is lower, the throttles will retard to idle(if needed) and the
airplane will descend at the airspeed existing at the time of selection.
The same warning exists for FLCH and V/S regarding selecting the airspeed mode.
4
A/P ENGAGE
L C R
ANT
IMPORT
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
!!
AUTO LIMIT
STE P OFF
SPD FLCH HOLD
UP
V/S HOLD
APP DISENGAGE
OFF
Selecting FLCH is a four step process: 1

1. Select target altitude on MCP
2. Depress FLCH selector
2
3. Select appropriate airspeed
4. Select appropriate airspeed mode 3
VNAV (CRZ and CLB page): The airplane (in VNAV) will climb at the
airspeed set in the CDU CLB page, will cruise at the speed set in the CRZ page, and
descend at the speed set in the DES page.
Unlike the V/S mode, the airplane WILL NOT override the altitude set in the MCP, even if it
is at the T/D (Top of Descent) point. In fact, approaching a T/D point, the MCP will
annunciate a message, "RESET MCP ALT" to remind you of that fact. If not reset, the
airplane will continue past the T/D point at the last altitude.
The "DESCEND NOW" feature on the DES page allows you to begin descent prior to
reaching the T/D point. It establishes a descent rate of about 1200 FPM until reaching the
"optimum" descent path as calculated by the computer, and then it will follow that descent
optimum path.
When cruising in VNAV, and given a lower or higher altitude; In order to get the airplane to
descend or climb to that altitude, Go to the CDU and:
S ELECT CRZ PAGE

PLAC E ALTITUDE IN MCP
(altitude will mysteriously appear at the bottom of CRZ PAGE;
if it does not, type it in)
LIN E SELECT ALTITUDE on CRZ PAGE
"EXECUTE"
NOTE: Strangely, the DES, or descent page, doesn't seem to have too much to do
with descending the airplane. It does, however, have an indication about how high or
low you are above or below the "optimum" descent profile as computed by the glass.
DISCUSSION ABOUT T/D and OPTIMUM DESCENT PROFILES.
At most Urban hubs (ORD, LAX, LHR, etc) and Non-radar environments (such as Latin
America), the T/D is merely to be considered a "nice" recommendation. Constraints either
by the controllers or the existing environments make determinations as to when to descend
up to the pilot. What I am trying to say is simply this, on your checkride, be aware of where
you are and if in doubt act conservatively. If anything, descend EARLY and SLOW DOWN.
DO NOT LET THE "GLASS" GET YOU "HIGH AND FAST!
IT AINT NO SIN TO DRAG IT IN !

MIKE RAY 2003
767v18CDU012

DIRECT INTERCEPT
There are a couple of things that you will be asked to do that "ARE NOT IN THE BOOK," one
is:
"EXTEND THE CENTERLINE"

Approaching a landing airport, after leaving the approach FIX and on vectors, or if there is no
"ACTIVE WAYPOINT," it is common for the other pilot to request the "centerline be
extended" or "Intercept leg to ...." Here's how you do that.
Go to DIR INTC page and LINE SELECT an appropriate FIX. If you are on an approach, you
should pick a fix that you might be cleared to; by that I mean, if your selected fix is "outside"
the one you may be cleared to, the line between it and the next fix will disappear ... and you
will have to scramble to get it back on the HSI. On the other hand, if on an approach, we will
want to extend the centerline from some fix on the localizer. Usually it is OK to select the
FAF if it is on the LOCALIZER centerline and extend a heading to the fix equal to the heading
depicted on the approach plate.
2: Line select that fix into the INTC LEG (Note: Since you do NOT want to go Direct to the fix,
DO NOT USE THE "DIRECT TO" boxes.
3: The INTC LEG boxes will open up again, this time labelled INTC CRS.
4: Type in APPROACH HEADING (get it from the approach plate) or desired bearing
into the selected fix and put it in the boxes.
5: PUSH the 6R button.

FOR GET
6: EXECUTE. DON'T
"INTERCEPT A RADIAL (or bearing)
AND PROCEED TO A FIX,"
use the same technique.
1: Push DIR INTC key

F ORGET
2: TYPE or LS FIX in the scratch pad
ON' T
3: push INTC LEG TO key (6R) D
4: Type reciprocal of radial (or bearing)in scratch pad.
5: push INTC CRS key (6R)
6: If on AUTOFLIGHT remember to push "LNAV,"
otherwise the airplane will fly right through
your otherwise perfect intercept.
767v118CDU007
240 MIKE RAY 2003

SCHOOLTIME
REVIEW of some
pretty important
STUFF
T his section of Pilot-Stuff is

"OLD HAT" to many of you
troopers, but for all of us, a
little review never hurts. If the
material seems a little basic,
remember that we need to
continually revisit the fundamental
foundation of our knowledge source
again and again in order to make it a
part of us. Our ultimate goal is
to perform our jobs and
operate our aircraft with
the same confidence and precision that a Ballerina
dances, an Olympic Ice Skater performs her routine,
an NBA Basketball Star masters his trade, or a truly
Professional Airline Pilot flies the Jet. We pilots are
constantly striving for excellence.
767v18TEACHER
MIKE RAY 2003

ADF/NDB stuff
... a review of the ADF needle and how it points.
WHICH WAY
DO I TURN ?
Take a moment and look at these indications so that you will have it firmly in
your mind just how to "fly the needle."
D
IN
Some Pilots use the GOUGE: W This is a proper
TAILS HEADS heading. Some
RISE correction
FALL
for wind
F132 F12.8 has been
RWY 15 DIST L
DIST R
input so as
l i l i lilililil to keep tail
i l i12 15 1 i l
of needle on
i l i 21 24 27i l
i l i l 3 6 9l i l
8
desired track
lilililililil
ililililili
Offset but F132 N
correcting A (151 degrees)

DIS
TL F12.8 V N
A
inbound.
0
properly. "TAIL" i l i 30 33 l i l
lililil lilili V
l i l i l i l i l DIS
is placed on the li
i l i 2 15 18 i l i
i l TR
ADF
ADF
left side of 151 N

i l i 3 6 9 1i l
l i l2i 1 24 27i l i
lilililililil
ADF INOP
lililililil
so that it will V
A
"RISE"
0
l i l 30 33 l i l
towards the ADF
ililililil li A/C
desired ADF
F132 F12.8 paralleling
A DF
track. INO
P DIST L DIST R track, but
li
lilili lilili offset. Tail is
i l i 2 15 1 8 l i
rising
l i l 21 24 27i l i
i l i 3 6 9 1i l
lilililililil
ilililililil
"slowly" but
N
A
V
N
A
V
will never
l i l 3 0 33 i l reach track
0
Inbound ililil lililil

correction ADF ADF
outbound.
properly F12.8
F132
R
DIST ADF INOP
established so DIST
L
lililililil
as to arrive on l i l i 2 15 1 i l i
track prior to
1 FAF
l i l i 3 6 9l i l i
l i l 21 24 27l i
8
ilililililili
lilililili
station passage. N
A
F132
V
The HEAD is N F12.8
0
A l l i 3 0 33 i l i
placed so it will V lilililililil DIST L DIST R
"FALL" towards A DF
lilililililil
ADF i l i 2 15 18 i l i
the proper track.
ili 3 6 9 il
l i l i 1 24 27i l i
1
lilililililil
Paralleling
lililililil
INOP
ADF
N
A track N
A
V
inbound to
l i l 30 33 l i l V
0
ililil lilili
Wrong way station.
ADF ADF
"correction." I F132
F12.8
Correction
have seen a lot
DIST L
ADF INOP is needed
to put needle on right side of
DIST R
of guys in this lilililililil
i l i 2 1 5 18 i l
position and nose so that it will "FALL"
i l i 21 24 27 i l i
i l i 3 6 9 1l i l
towards 151.
lilililililil
lililililili
not VAN
recognizing
151 O
N
A
Vl i l3i 0 33 0l i l
that they ADF
lililil lili
have turned ADF

767v18NDBRDMI
AD F
the wrong INOP
way.

MIKE RAY 2003
the PITCH / EPR chart

(approximate settings)
FLIGHT REGIME PITCH EPR

NORMAL TAKEOFF 17.5 T/O PWR
WINDSHEAR / GPWS / GA 15+ MAX
V1 CUT / Single ENG G/A 12.5* MAX
NORMAL CLIMBOUT 10 CLB
LEVEL FLIGHT (5 FLAP) ~6 ~ 1.23
~ 600-800 FPM DESCENT 2.5 1.06 **
~1000 FPM DESCENT 0 1.06**
EMERGENCY DESCENT -12 to -15 IDLE
* 767-300 - 11 degrees
** Single engine ~1.12 epr 767-200 -12.5 degrees
Some pilots use this technique to figure
out single engine epr settings: TAILSTRIKE !
757 ............ 12.2 degrees
1. Take the NORMAL EPR setting 767-200 ..... 13.0 degrees
2. multiply the numbers to the right 767-300 ..... 9.5 degrees
of the decimal by two.
example: If normal EPR required NEVER EXCEED

ON LANDING !
o
to hold a setting is 1.06
6.5
.06 X 2 = .12, so
the required epr will be
something like 1.12
MAX
767v18105
MIKE RAY 2003

Where is the
on this GLASS STUFF?
DME
If we NEED the DME (distance to a fix) during the approach:
To find the PDP ( when distance is required)

If Title of approach has "DME" in it (VOR DME or ILS DME)
If required in the APPROACH PLATE notes (DME REQUIRED)
Arcs, Procedure turns, Descents, etc required during the approach
Here are FOUR (4) primary "GLASS" ways to determine distance from a FIX or
WAYPOINT.
1 If using MAP/PLAN
mode, then Distance to
2 Slant distance
to the ILS or
VOR when
selected on the HSI
3
the NEXT WAYPOINT and the RDMI Distance is
will appear in the top corner of displayed to
selector switch is
the HSI and the selecting pilots any
turned to NAV.
side of the RDMI DME window.
SELECTED POINT
ON THE EARTH
using FIX PAGE of
the CDU.
12.5 NM TRK 148 M 0743.7Z
F132 L12.8
DIST L DIST R
lilililililil
i l i 12 1 5 i l
i l i 8 21 24 i l i
i l i l0 3 6 l i l
150
9
1
lilililililil
18 0
ililililili
120
N N
A A
V V
l i l 7l 30 3i l i l FIX INFO 1/2
2
3
ililililil FIX BRG / DIST FR

ADF ADF - TAP 095 / 25 -
- ---
DNTKFX ETA DTG ALT
-
- --- -
---
ADF INOP
- -
- <ABEAM -
- <ERASE -
Distance Distance
window on window on
INIT RTE CRZ DES
CLB
13
REF
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
this side of this side of D

FIX
A B C D E
RDMI RDMI
PREV NEXT M
S
PAGE PAGE S
P
Y F G H I J G
4
1 2 3
reflects reflects F
4 5 6
K L M N O
O
When ILS or
A F
I P Q R S T S
DME using DME using

L T
7 8 9
U V W X Y
VOR selected instrument instrument

. 0 +/-
Z DEL CLR
on the HSI; selected on selected on

then (if available) the CAPT side F/O side
DME will appear in the HSI HSI
top corner of the HSI. selector. selector.
767v18109

MIKE RAY 2003
FINDING THE DISTANCE to the

NEXT WAYPOINT on the CDU
RANGE BRT
DISTANCE TO
160 320
80 HSI
40
NEXT WAYPOINT 20
10
VOR ILS WXR
ON "LEGS PAGE"
MAP
ON
or MAP
PLAN
"DIR INTC PAGE" NAV AID ARPT RTE DATA WPT
of CDU INOP ON ON ON ON
select
MAP/PLAN
12.5 NM TRK 148 M 0743.7Z
150
F132 F12.8
180 DIST L DIST R
120
lililililili
i l i 12 15 l i l
i l i 8 21 24 i l i
i l i l0 3 6 l i l
9
1
lilililililil
ililililili
N N
A A
V V
2
3
ililililil
ADF ADF
ADF INOP
13
DME WINDOWS in the RDMI:

These show one of three distances: L, F, or Just some numbers:
L00.0: Slant distance to tuned ILS
000.0: Slant distance to tuned VOR
F00.0: (FMC) Distance to the next active waypoint
on the CDU display when MAP/PLAN selected
on the HSI selector. also reflects the
same distance shown in the
upper left hand corner of the HSI display.
It will go blank if the distance to the next fix is greater than about 750
NM. During cruise one can expect to see both windows of RDMI and
the upper left corner of the HSI reflect the same distance.
NOTE:
The RDMI is THE PRIMARY NAVIGATION source during
the NDB approach. The PF MUST monitor it and be
tracking it during the approach from FAF inbound.
767v18110
MIKE RAY 2003

ILS DME or VOR DME

If a DME distance is required for the VOR or ILS approach; That is , either the
name of the approach includes XXX-DME or a DME is required in the notes on the
APPROACH PLATE, then THIS IS the technique desired to determine the DME.
RANGE
80
160 320
HSI
BRT
TUNE APPROPRIATE RADIO(s)
40
20 VOR ILS WXR
10 MAP
F
or
ON F F
R
108.05 065
R C
C
PLAN E 109.90 249 R
E
Q
R
S
Q S
MAP TEST
INOP ON ON ON ON
ILS VOR
ILS VOR/DME
1 select
ILS or VOR 2 DME to the tuned ILS/VOR will show in
the HSI and RDMI windows; ie: use
during an ILS DME or VOR DME
3 select NAV
on RDMI 4 DME 25.3
HDG 148
15
M
18
When ILS or
12
SLANT RANGE VOR selected

L132 F12.8 to
DIST L DIST R
TUNED STATION on the HSI,
lilililil
ilili
i l 12 15 l i then (if
i l i 8 21 24 i l i
i l i l0 3 6 l i l
available) the
9
Selecting "NAV"
lilililililil
ililililili
N
A
V
N
A
V will select both DME will be
indicated on
2
3
ililililil
the DME and
the HSI itself
13
the AZIMUTH
ADF ADF
ILS 111.05
NEEDLE.
ADF INOP
The FIX PAGE Do not use for

DME approaches
This feature is especially useful when operating FIX INFO 1/2
in a NON-RADAR environment such as Latin FIX BRG / DIST FR
-
- TAP 095 / 25
America. When CENAMER requests RADIAL - ---
DNTKFX ETA DTG ALT
-
and DISTANCE from a fix (Which they do - --- -
- --- -
continually), all you have to do is enter the FIX - <ABEAM -
and read the RAD/DIST. SLICK! - <ERASE -
NOTE: This is NOT used as DME because it
rounds off the distance. You could be 7.6 or 8.4 INIT
REF
RTE CLB CRZ DES
miles and it will read 8 miles. Not considered a

DIR DEP EXEC
LEGS HOLD PROG
INTC ARR
valid substitute for DME for the approach.

FIX
D
PREV
A B C D E
NEXT M
S
PAGE PAGE S
P
Y F G H I J G
1 2 3
K L M N O
select FIX PAGE

F O
A 4 5 6 F
I P Q R S T S
T
L
7 8 9
U V W X Y
and LINE SELECT . 0 +/-

Z DEL CLR
desired FIX
246
767v18111
MIKE RAY 2003

PRIMARY (required)
NAVIGATION INSTRUMENTS
Just what are the required reference instruments during the various
approaches that we will be required to fly.
The good thing about this setup is that it will give the DME distance to the approach
MANDATORY to have the HSI selected to the approach facility in use, regardless.
The ONLY approach that requires one

NOTE: There appears to be some move around the Training Center to make it
of the PILOTS to be in HSI mode

during that approach is the VOR !!
facility on the HSI rather than distance to the next FMC waypoint.
WHICH MODES ARE REQUIRED ON HSI

APPROACH PF PNF
VOR VOR MAP or as req
ADF (NDB) RDMI/HSI** MAP or as req
ILS (G/S out) MAP OK* MAP or as req
ILS (VOR DME req) MAP OK* VOR for DME
ILS (ILS DME req) MAP OK* ILS for DME

BCRS (LOC only) MAP OK* MAP or as req
*ILS APPROACH GLIDE SLOPE/LOC are annunciated on HSI, ADI and

STBY Instr. ADI is considered the Primary instrument.
However, it is OK to monitor ILS on your HSI if you desire. It is also OK and
works better to have MAP on his. Monitor the SAI.
**During the ADF (NDB) approach you MUST USE THE RDMI or HSI pointer,
FYI
however it is perfectly acceptable to have the MAP on HSI for reference.

While some check guys INSIST on using HEADING SELECT
inside of the FAF instead of LNAV; however, it is MY OPINION that
LNAV is the most desirable way to fly this approach.
Here is the PLAIN and SIMPLE TRUTH about all this

wonderful GLASS STUFF: It can't track a VOR or an NDB.
Incredible! So ... both ADF and VOR REQUIRE reference to
instruments other than the ADI; and
THE ONLY APPROACH REQUIRING THE HSI TO BE
DISPLAYED IN ITS MODE DURING THE APPROACH IS
THE VOR.
Amazingly, every approach other than the ADF or
VOR may use the ADI as Primary Instrument source ... and
the HSI is optional in the approach mode.
767v18112
MIKE RAY 2003

what is "A-I-R-B-A-G"
"A" = ATIS You normally get that from the #2 COMM radio using the
frequency identified on the approach plate (upper left
corner). Make certain you are legal to start the approach.
"I" = Install approach
DEP/ARR key .... follow the prompts
- -
-
-
- - There may be multiple pages of approaches available.
- -
- -
- -
It is not necessary to select a STAR or a TRANS unless it is
INIT
REF
RTE CLB CRZ DES
desired, by that I mean it may be desirable to have a
ROUTE DISCONTINUITY between the last waypoint on the
DIR DEP EXEC
LEGS HOLD PROG
INTC ARR
FIX
D A B C D E
ROUTE and the first waypoint on the approach.

PREV NEXT M
S
PAGE PAGE S
P
Y F G H I J G
1 2 3
K L M N O
F O
A 4 5 6 F
I P Q R S T S
T
L
7 8 9
The FMC doesn't do anything until you:

U V W X Y
. 0 +/-
Z DEL CLR
1. ACTIVATE and
DEP 2. EXECUTE (Don't forget to have other pilot
ARR take a look before you push this button).
"R" = RADIOS - tune and identify
Covered in the section covering each type of approach later in this book.
"B" = BRIEF the approach

Note that there really is no SPECIFIC list of items that MUST be covered on an
APPROACH PLATE BRIEF. However, the Check Airman is looking for you to
say some key things, and most important are the NOTES and the specific
differences between each briefing: ie, is a RADAR required to shoot the NDB.
It may be useful to have the PNF do the BRIEF.
"A" = APPROACH DESCENT CHECKLIST

While I definitely DO NOT recommend memorizing checklists, I strongly urge
you to practice completing the Approach-Descent Checklist. During the
Checkride you must complete these checklists as expeditiously as possible
DONT DAWDLE OVER MEANINGLESS DETAILS.
"G" = GO-AROUND/GET OFF

1.Regarding GO-AROUND briefs. DO NOT automatically follow the
published missed approach procedure. The FAA Contoller would be suprised.
The published miss is there for radio failure or when you are "DIRECTED" by
ATC to "Fly the published miss." That being said, however, if you are in
Guatemala City in CAVU conditions and you have to execute a missed
approach ... following the missed approach on the plate STRICTLY is a good
idea!
2. Regarding GETTING OFF RUNWAY during Low Visibility (RVR less than
1200). There are for certain airports (ie; DEN 10-9E)LOW VISIBILITY TAXI
ROUTES. For example, on RW 35R taxiway M6 is labelled not available
when visibility is below RVR 600.
248
767v18114
MIKE RAY 2003

sample APPROACH PLATE BRIEF

1: Date and number of plate: (May 29-92, number 13-4)
2: City and Runway: (Guatemala City VOR DME RWY 01 approach)
3: MSA: (Minimum sector altitude ... High terrain in ALL directions)
4: Airport Elevation: 4952 feet
5: Frequencies of nav facilities:
1 (AUR 114.5 with DME and
TGE NDB 375)
6. MDA: (5340 feet/460 feet haa)
7: PDP: (I figured mine by taking
3 2 the 460 feet and dividing by
300 = 1.5 and added the distance
4 of end of runway from VOR
8 (1.0 - .2 = .8) for a PDP of 2.3
8: NOTES:
5 EXAMPLE There are two significant notes

on this Chart.
A : CEILING REQUIRED. Note
ONLY that in order to commence this
approach you will need BOTH
ceiling AND visibility.
B: MAX IAS 170 KTS:
6 You'd better believe it.
I recommend 140 KTS and gear down,
flaps 25 for this approach.
9: What are the minimums required
8 to begin the approach - BOTH
7 9 1.6 Kilometers AND 400 feet ceiling.
10: MISSED APPROACH: Discuss what you intend to do if you elect to

Overshoot (Go Around).
11: ANY QUESTION? Always ask the other pilot and resolve any ambiguities
in understanding.
OTHER STUFF TO BRIEF:. Remember, each approach is a little different and
there is no exact list here. This whole briefing thing is clearly very hazy.
1. Who is in what HSI MODE? On this approach, because it is a VOR, the PF
MUST be in VOR MODE; but typically the PF will stay in MAP mode until
beginning the turn back inbound and the PNF will monitor VOR outbound..
There are LOTSA BIG VOLCANOES close to the airport.
2. What lights or other runway aids are going to be available when(if) you break
out. That information is (typically) on the reverse side of the 11-1 page (first
approach chart)in a box labelled "ADDITIONAL RUNWAY INFORMATION". In our
sample case we can expect HIRL, PAPI, and 197 feet width. Oboy!
3. Notams, pireps, other stuff: Will there be a runway offset, is a meteor shower
expected, are there dogs expected on the runway, etc.
4. Make sure the "callouts" include the 50 feet below MDA call.
NOTE: Include these EXTRA three things in your NON-PRECISION APPROACH brief.
1. PDP
2. What are the HSI assignments
3. Make 50 feet below MDA callout
249
767v18115
MIKE RAY 2003

WHAT TO DO IF THE GLASS GOES AWAY?

situation 1 A common Check-pilot induced
liii
400 MACH
liiiiliiiiliiiili
iliiii 60 iiiliiiil
80
problem is the "FAILED
SYMBOL GENERATOR." ...
ii
iiii
iilii
BOTH
l
350 65 3 100
iii
iiliiiiliiiilii
300
iliiiili
120
and on the checkride I think you

250 KNOTS
liiiilii
1 140
240 2 3 0 160
iiii
ii
9
iiil
INSTR SOURCE SEL 220 180 iili li
i
200 l i iliiiiliiiilii
iii
ADI and HSI

FLT DIR
L
should expect and be prepared

C
for both the ADI and the HSI on

go BLACK
F132 F12.8
FMC
DIST L DIST R
lililililili
i l i 12 15 l i l
your side to go BLACK at a

EFI
i l i 8 21 24 2i l i
i l i l0 3 6 l i l
9
1
lilililililil
ililililili
N N
A A
critical moment in the ride.

IRS V V
l i l 7 30 3i l i l
3
lililililil
ADF ADF
AIR
ADF INOP
DATA
HERE'S WHAT YOU DO: PUSH THE EFI SWITCH. What this will do is
select the center SYMBOL GENERATOR and your ADI and HSI should start
working again "normally." This DISTRACTOR will usually be given when you are
up to your eyebrows in some complicated approach or go-around.
WHAT PILOTS SCREW UP: When they go "to the Book" they cannot find
applicable procedures, even if they recognize the failure. Usually they wind up in
the "FMC FAIL" or "IRS FAIL" section of the irregulars.
NOTE: THERE IS NO PROCEDURE IN

OUR BOOK FOR THIS FAILURE ... !
BUT... CAN WE FLY A CAT III APPROACH ?

HERE'S THE SECRET CHECK-RIDE DIRTY TRICK: Usually they give this situation just
prior to or during a CAT-III approach. Having lost the LEFT SYMBOL generator You
naturally wonder whether or not you can continue the approach. Of course, you go to ...
FLIGHT MANUAL PAGE 4-13 REQUIRED AIRBORNE
EQUIPMENT FOR ILS APPROACHES: You frantically scan the
page for SYMBOL GENERATORS Not there, but ELECTRONIC
ADIs (different symbol generators) is there, third from the top. It says
you ONLY have to have 2 for a CAT-III . OK, But then you look up
and see...
ASA says NO AUTOLAND: So You think you
cannot autoland, therefore cannot continue the CAT III..
HERE IS THE NASTY LITTLE SECRET: When they fail
the symbol generator, it will usually trip the ASA, giving
a SPURIOUS NO AUTOLAND indication.
HERE'S WHAT YOU DO: PUSH THE P/RST AUTOLAND STATUS

BUTTON on the ASA INDICATOR. What this will LAND 3 1
do is reset the ASA, making it indicate properly and allowing P/RST
NOAUTOLAND
NO LAND 3
TEST
2
you to continue the approach. (Of course, if you still have a
NO AUTOLAND indication, that is another problem).
If BOTH ADI/HSI on one side GO BLACK:
REVIEW 1.
2:
Give other pilot control of the airplane
Push EFI switch
1-2-3 3:
4:
Push P/RST BUTTON on ASA
You are OK and LEGAL to fly CAT-III
WHAT TO DO with only 2 Symbol Generators
767v18EFIa
250 MIKE RAY 2003

situation 2. This is the failure of a
CRT (cathode ray tube).
There is nothing that you
EITHER can do. There is NO
inflight fix. NOT
ADI or HSI 12.8 NM TRK 148 M 0743.7Z
USUALLY GIVEN ON A
(only one)
150
180
120
CHECKRIDE! Call
Inflight maintenance,
goes BLACK 13 write it up, other guy flies.
situation 3. This is a failure of BOTH A/C BUSSES! YIPE! While

sometimes given as a demonstration, usually this is not
considered part of a Checkride scenario. IF, HOWEVER,
EVERYTHING you get the Checkpilot from HELL, remember that there is
NO LOSS OF BOTH GENERATORS checklist.
GOES BLACK While you are waiting for the PNF to find the irregular
except procedure for "L(R) AC BUS OFF," go ahead and
STANDBY INSTRUMENTS consider:
(unless HMG installed) Transition to STBY Instruments
Start the APU
If Loss of BOTH AC BUSSES occurs during take-off roll (or anywhere else for that matter),
consider this, you will have:
PARTIAL ANTI-SKID, PARTIAL SPEED BRAKES, NO REVERSE, NO AUTOBRAKES,
NO RTO. There is, therefore, a STRONG argument for continuing the take-off (since
BOTH ENGINES and AIRPLANE are otherwise OPERATING NORMALLY) using the
Captains Instruments as they are powered by the HMG (in some cases) or using STBY
INSTRUMENTS even if everything else goes dark.
DISCUSSION! If some dark night while you are rocking and rolling your
HEAVY 230,000# 757-ER down the runway at MAUI (about 7000 feet) and
you lose both AC buses; it may be wise to elect to continue with the takeoff.
Without all that stopping stuff listed above, you PROBABLY WILL NOT
STOP on the runway. It would be really embarrassing to park an otherwise perfectly
good airplane in the surf. Just remember, you will have your hands full and just about the
time you figure it all out and raise the gear; it IS going to get real BLACK inside the
cockpit! Keep the faith, transition to the STBY, and FLY THE AIRPLANE!!!
situation 4. IT IS NORMAL! YIPE! While usually given ONLY as a

demonstration, it is ALWAYS a surprise! You should
IMMEDIATELY transition to the STANDBY
If using HMG for power INSTRUMENTS. The displays should return after
and several seconds delay.
CAPTAINS PANEL NOTE: Operation of the HMG occurs
GOES BLACK automatically on -ER airplanes when there is
a LOSS of BOTH AC BUSSES; but then
when while you are operating GEAR and FLAPS,
GEAR is RETRACTED the HMG will shut OFF! INCREDIBLE!!!
FYI: An HMG is a hydraulic Motor Generator. It is a device that

produces electrical power using the hydraulic system.
MIKE RAY 2003

a discussion about
TAILSTRIKES
T TWO TAKEOFF PROBLEMS

here are two regimes where tailstrikes can occur: TAKEOFF
and LANDING. NO DUH! There are specific reasons why they
occur And IT CAN HAPPEN TO YOU !!!
1. Rotating at TOO SLOW AN AIRSPEED. This is caused by using improper BUG

SPEEDS, which occurs when LANDING BUG SPEEDS are left on the airspeed
indicator from the previous landing and inadvertently used for take-off.
So here is a MIKE RAY GOOD HABIT:
WHEN NO LONGER NEEDED, SQUEEZE THE BUGS !
2. Light airplane and TOO AGGRESSIVE Santa Ana style take-off procedure.
While a rapid rotation is required, one must be judicious in applying aggressive back
pressure to a light airplane too soon, while even though the airplane may actually be
airborne, the tail can STILL strike the earth. The proper procedure seems to be to keep
the pressure coming back (2.5 to 3 degrees per second) until the airplane is
established in its climb and then comply with the more aggressive climb profile..
TWO LANDING PROBLEMS

FIRST: Landing with the SPEEDBRAKE EXTENDED !
YIPE!!! You WILL DEFINITELY drag the tail with the brake out!
Here are the two speedbrake rules:
1. When using the speedbrake, KEEP YOUR HAND ON THE LEVER to remind you that it is out.
Then, should you get distracted by an RA or GPWS or whatever, you will not forget to stow it.
2. DO NOT USE THE SPEEDBRAKE INSIDE THE FAF. That is an SOP and if you find on your
sim-ride that you simply cannot get down without using the SPEEDBRAKE, you will just have to
execute a missed approach.
SECOND: Letting the NOSE RISE AND AIRSPEED DECAY.

Commonly associated with HOLDING IT OFF while trying for a GREASE JOB. What
happens is that as the airspeed decays, the nose rises, and then when the gear touches
the earth; the spoilers extend, the airplane drops and the tail touches the runway. So,
here is LANDING RULE NUMBER ONE !
TAIL NEVER - NEVER - NEVER let the

STRIKES nose get near these numbers o
6.5
EARTH AT: when landing. Let me repeat that
for you. If you see that the PF is
757........... 12.2 degrees allowing the nose to rise above 6.5
767-200 ... 13.0 degrees degrees, you are REQUIRED by
767-300 ... 9.5 degrees SOP to YELL AND SCREAM!!! MAX
767v118TAILSTK
252 MIKE RAY 2003

a discussion about the
T SPEEDBRAKE
his is a VERY CLEAN AIRPLANE; as a result, getting it to come down-slow down is
difficult. Consider the Speedbrake to be a PRIMARY FLIGHT CONTROL and using
it is desirable. This airplane WILL NOT descend on a normal glideslope at 250 kts without
using the speedbrake.
BUT ...
a MEGA-MAJOR PROBLEM EXISTS!
PILOTS ARE LEAVING IT EXTENDED after it is no longer needed.
There has even been a recent accident that involved an crew responding
to a GPWS but leaving the SPEEDBRAKE EXTENDED.
Here are three SPEEDBRAKE rules:
RULE #1: WHEN USING THE SPEEDBRAKE,

KEEP YOUR HAND ON THE LEVER.
This is a "MIKE RAY RULE," and is not to be confused with any OFFICIAL requirement.
During the heat of the checkride, I have seen pilots pouring on the power to maintain
airspeed/altitude with the speedbrake deployed. This is sloppy airmanship on the checkride
... pretty embarrassing on the line. (What is that annoying vibration?)
RULE #2: WHEN ADDING POWER (MOVING THE THROTTLES)

THE SPEEDBRAKE LEVER SHOULD BE FULL FORWARD (DOWN).
There is ONLY ONE operational reason for the power to be applied with the speedbrake
deployed that I can think of; that is to keep the 767-200 N1 above the ANTI-ICE limits during
descent. It is a common oversight in this airplane to be configured such that the autothrottles
are moving the throttles forward with the brake deployed, particularly after a descent. This is
not good. AVOID THIS.
RULE #3: INSIDE THE FAF, THE SPEEDBRAKE SHOULD BE DOWN.

If you need the speedbrake lever inside the FAF to salvage your approach, in the simulator
you will be expected to execute a missed approach. Use of the speedbrake inside of th e FAF
is NOT ALLOWED by SOP.
Here are a coupla GOTCHAS to be aware of:

EXPECT during the checkride that the Checkperson will attempt to maneuver you
into a position where you will encounter CFIT with the SPEEDBRAKE extended.
AFTER doing the EMERGENCY DESCENT (HIGH DIVE) it is a common screw-up

to leave the speedbrake extended. Be Aware!
The WHEEL WELL FIRE EMERGENCY procedure has a built in opportunity to
leave to speedbrake out BE ALERT !!
DO NOT LAND with the SPEEDBRAKE extended !!!!

YOU WILL DRAG THE TAIL! TAILSTRIKE! 767v18SPDBRK
MIKE RAY 2003

a discussion about the

GEAR DOWN LIGHTS
IF WHEN PLACING THE GEAR HANDLE DOWN, ONE or

MORE OF THE GREEN GEAR DOWN LIGHTS DO NOT
COME ON What does this mean?.
On this airplane, failure of these lights to illuminate does not mean that
the gear is(are) not down. If illuminated, however, it does indicate that
the gear are down (that is, agrees with the position of the handle)..
So, if you have this problem: O G

O E
R A
WHL WELL
Do not immediately assume that you have

S R
FIRE NOSE
a gear problem. LEFT RIGHT
DO NOT EXECUTE A MISSED

APPROACH until you investigate further.
Here are some suggested considerations:

RETRACT
UP 270K
Push the light test switch to determine

i f there are faulty or burned out bulbs. OFF
EXTEND OR
EICAS message MAY indicate if there

EXTENDED
270K - .82M
LOCK OVRD
i s a faulty gear component.

DN
If you select landing flaps (25 or 30 degrees) and

you DO NOT get a warning, the GEAR ARE DOWN.
If you descend below a safe altitude without getting

the UNSAFE GEAR or TOO LOW TERRAIN
GPWS warnings, then the GEAR ARE DOWN.
It is neither required nor desired to make a FLY BY or even consult

the FLIGHT HANDBOOK or execute some type of irregular procedure
or deviate in any way from a normal approach and landing in this
situation. Lack of other aural, EICAS, and GPWS NEGATIVE
warnings is considered adequate POSITIVE evidence that the GEAR
ARE DOWN even though one or more of those lights may be OUT.
This is a popular failure given by the check-person to evaluate your CLR

techniques. The idea is to try and get the crew to become involved in a NON-
PROBLEM and get real screwed up trying to resolve a situation where there is no
problem. RULE NUMBER ONE of the CLR problem solving paradigm:
IDENTIFY THE PROBLEM.
767v18GEAR

MIKE RAY 2003
the really bizarre and strange

A discussion about
METHOD 1 and METHOD 2

The Training people are always quick to make the point that EVERY FLIGHT IN
EVERY AIRPLANE EVERY DAY MUST ALWAYS be concerned with
Method1/Method2 calculations ... but since most of the time, airliners have more than
adequate performance, it usually is of no real consequence. However, UA has
increased the maximum take-off capability of the 757, and increasingly; therefore,
we find ourselves facing these considerations.
So, just when do we have to be concerned with Method 1/method 2 limitation?

Perhaps a really heavy airplane heading for some high terrain, such as a westbound
departure out of Denver with enough fuel to go to Hawaii or eastbound out of SFO on
the way to BOS. If icing or higher temperatures are included in the calculation, then
there is the chance that it could make a difference. This is brain surgery for the airline
pilot and (wheeeeew, saved again) dispatch will supply you with the necessary
calculations.
Here, however, is the Method 1/method 2 technical stuff that makes you look like you
know what you are talking about ... and will get you through the check-ride:
Method 1. A single engine airplane must:

clear obstacles 5 miles either side of the filed airway
by 1000 feet and
still have positive climb gradient.
Assumes APU is available for pressurization.
There are additional considerations for ANTI-ICE.
If that is not good enuff and you cant get there from here using that criteria, then they
have this backup procedure which is less restrictive but more complex.
Method 2. A single engine airplane using method 2 must:

Fly directly to the enroute alternate designated
for that route segment, and
clear all obstacles 5 miles on either side of that route
by 2000 feet,
And have a positive climb gradient at 1500 feet.
Assumes engine failure occurs at FL 240 and
That APU WILL NOT be used for pressurization.
Of course, all this stuff DOES NOT NEGATE the requirement to

LAND AT THE NEAREST SUITABLE AIRPORT in case of an
engine failure. These calculations are FOR DISPATCH purposes!
FINAL NOTE: if you are (somehow) dispatched with this stuff, remember on your
check-ride that while you MAY accept DIRECT ROUTING, you must examine the
new route for potential high terrain above your single engine service ceiling to see if
you meet the above criteria.
767v18238A
MIKE RAY 2003

767ver18002
256 MIKE RAY 2003

AUTOFLIGHT
"calisthenics"
WORKBOOK
UP... DOWN...UP
C
...DOWN...UP...
THREE MORE...
UP...DOWN...
an you set up the MCP, AUTOPILOT, AUTOTHROTTLE

correctly and make the airplane do what you want it to do
during those moments of high task loading? I suggest that you
take a moment before going into THE BOX and think through a
few of the more esoteric and demanding autoflight evolutions.
Warm up and flex your AFDS (Automatic Flight Director
Systems) muscles with a quick workout.
PRACTICE - PRACTICE - PRACTICE

MIKE RAY'S DISCLAIMER !!
The following techniques are presented only as suggestions. Gosh, I sat
down and tried to figure them out and this is pretty much what I came up with.
If you have a better way of doing this stuff, DO IT! The point of this whole
exercise is not to make me right or wrong but rather for you practice and think
about these maneuvers. I want to point out that this "GLASS STUFF" is NOT
INTUITIVE and if you wait until you are up to your earlobes in sim problems
to try and re-invent the wheel ... you just will not have enough brain power left
over to respond crisply and cleanly.
767v18181
MIKE RAY 2003

THE AUTOFLIGHT TOOLS
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
MCP
(LOTSA BUTTONS)
SP AKE
BR
EE
D
FLAP
DOWN
APL NOSE DOWN
APL NOSE DOWN
ARMED
S T
T R
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

ISLN
SPAR SPAR
UP
VALVE VALVE
FUEL CONTROL
L R
RUN
NORM CUT OFF
CUT L ENG R ENG

OUT LIM PROT LIM PROT
C R
STAB TRIM
AUTOPILOT
"OFF" "GO-AROUND"
BUTTON switch
on
throttle
PRACTICE - PRACTICE - PRACTICE

Take a few moments and actually demonstrate which buttons
you would press and go over your thought process involved in
resolving the situations presented on the following page.
767v18182

MIKE RAY 2003
CAN YOU SET UP THE

AUTOFLIGHT TOOLS ...
... returning from STEEP TURN/STALL series with No Flight
Director, No Autopilot, and No Autothrottle engaged?
... during AUTOCOUPLED CATIII APPROACH

and engine fails above 200 feet.
... executing MISSED APPROACH from a

CATIII AUTO-COUPLED Approach at AH/DH
(Alert height / decision height)
... after landing out of an actual CATIII and

ready to turn off runway onto taxiway.
... abandoning a PRECISION APPROACH (ILS) before GSIA

with LOC/GS captured (both green on ADI)
... abandoning a NON - PRECISION APPROACH before the FAF
... arriving at PDP on a NON - PRECISION

APPROACH with the field in sight.
... level off after MISSED APPROACH on AUTOPILOT.
... engaging autopilot after a normal take-off

when above 1200 feet AGL
... hooking up after a MANUAL GO-AROUND
... single engine Go-Around
... high altitude turns
... at .2 miles before FAF on a normal NON - PRECISION Approach.
... on ILS (LOC/GS captured, both "green" on ADI)

and ATC requests a level off and turn.
... intercept a GLIDE SLOPE from above?
767v18183
MIKE RAY 2003

... returning from STEEP TURN/STALL series

with no autoflight stuff engaged.
The autpilot CANNOT just be "turned ON." While there is no rigidly defined litany that
must specifically be followed, some plan is better than re-inventing the wheel:
1. select "COMMAND" switch

REMEMBER: the Autopilot comes on
in default mode: ie, HDG HOLD and V/S
2. set appropriate "cleared to" ALTITUDE
3. AUTOTHROTTLE switch ON
4. FLCH and set appropriate AIRSPEED
5. HDG SEL and set appropriate heading
6. FLIGHT DIRECTOR switches on
... during AUTOCOUPLED CAT III APPROACH

and Engine fails while above 200 feet AGL?
The OP SPECS require that you must execute a missed approach in this situation.
These same OP SPECS require that ALL ENGINE OUT GO-AROUNDS BELOW 1200
AGL MUST BE FLOWN MANUALLY.
If, for some reason in spite of SOPs, you elect to execute an autopilot go-around, all that
is required is to:
"PUSH GO-AROUND SWITCH ON THROTTLES"
The multiple autopilot has a wonderful feature (called "RUDDER BIAS") that adds rudder
to correct for an engine failure, tracking centerline even after landing. One feature added
to United airplanes is that the appropriate rudder is displaced, INDICATING (hopefully)
which rudder MUST BE TRIMMED.
Everything should be wonderful until:
- above 400 feet when another roll mode is selected,
KNOW
- autopilot disconnected, or
- when "ALT CAP" annunciated THIS!
it is at this point; however, that the miraculous feature goes away, and the extra rudder
pressure being held by the autopilots is instantly removed and at the same moment, the
multiple autopilots are shut off. There is NO GUARANTEE that without appropriate
rudder input from the pilot that the airplane will not roll over and crash! CAVEAT
EMPTOR !
HOLD RUDDER and TRIM
FYI: This IS NOT an attempt to convince you to violate SOPs; BUT you need
to know this. If you just let the airplane continue the approach (even with an
engine failure) the airplane systems are designed to safely continue the
approach, land and rollout on glide slope and centerline. There is no system
reason for disconnecting the autopilot. The reasons are strictly SOP.
767v18184
260 MIKE RAY 2003

... executing MISS from a CAT III autocoupled approach

at AH (Alert Height)
All that you need to do is:
"PUSH GO-AROUND SWITCH ON THROTTLES"
Even if the airplane should "touch down" after the switch is pushed, it will continue and
complete the go-around maneuver.
NOTE: 2 seconds after passing 5 feet AGL or on touchdown
the G/A mode is disarmed.
DO NOT HESITATE! GO - GO - GO!
Then, when:
- above 400 feet AGL when another roll mode is selected, or when
- autopilot disconnected, or when
- "ALT CAP" annunciated
the multiple autopilots shut off, and the system reverts to a single autopilot operation.
This, however, is a normal and expected event in this situation.
If the LOCALIZER or GLIDESLOPE fails, an immediate GO-AROUND is NOT

REQUIRED (to allow for temporary signal loss). However, the approach may not be
continued below the GLIDESLOPE OUT MDA for a glideslope failure or past the
AH/DH for a localizer failure.
BUT And this is important Below AH/DH loss of the signal DOES NOT
REQUIRE A GO-AROUND. Do not confuse this with a NO AUTOLAND ASA
indication, which DOES REQUIRE A GO-AROUND.
AUTOLAND STATUS
HOWEVER: If you get a NO-AUTOLAND indication
1
YES-YES !!!
P/RST TEST
on the ASA GET OUT OF THERE. YES-YES-YES
GO-GO-GO-AROUND
NO
NO LAND 3
AUTOLAND
2
GO-AROUND! EXPECT this failure on your checkride!
... after landing out of an actual CAT III

and ready to turn off runway onto taxiway.
OK ... simple thing, but BIG DEAL ! A whole lot of pilots "FORGET" that the
autopilot MUST be turned OFF after landing from a CAT III in order to turn off the
runway.
TURN OFF AUTOPILOT with YOKE SWITCH
767v18185
MIKE RAY 2003

... Abandoning a Precision Approach (ILS)

before GSIA with LOC/GS captured
(both green on ADI)
Lets imagine that for some reason you feel you are restricted from commencing the
approach. Possibly the RVR went below minimums before you arrived at the FAF.
NOTE: It is ESSENTIAL that the pilot be familiar with that chart on page 204
(page is continually changing) of this manual (ALL WX-37 in the FOM) in order to determine
whether or not the RVRs are appropriate to start the approach, it may appear to be below
minima criteria, but actually may be OK. Of course, if you are not sure - GO MISSED
APPROACH!
An important point to be made is that you CANNOT just push the G/A button; as this will
cause the airplane to climb into an area of "Uncleared Airspace." So, you have to plan a
"LEVEL SEGMENT" where the airplanes flies to the MAP (Missed Approach Point) at the
GSIA (Glide Slope Intercept Altitude) to the point where a G/A (Go Around) may be initiated.
UNCLEARED
AIRSPACE G/A
NOT OK
G/A OK GSIA
PE
SLO
ID E
GL
MISSED APPROACH
POINT or
INNER MARKER
One possible thing to do approaching GSIA:
- G/A BUTTON .... PUSH

- ALT HOLD .... ARM
- LEAVE HEADING in LOC
G/A mode is still armed, since the flaps are still down. When you get to the Missed
Approach point, and Missed Approach altitude has already been preset:
-DEPRESS G/A BUTTON on throttle again
767v18186
262 MIKE RAY 2003

... Abandoning a Non-Precision Approach

before the FAF
If for some reason (possibly the weather has dropped below minimums) you
elect NOT to commence the approach before arriving at the FAF. Upon arriving at the
FAF, the Pilot CANNOT simply push the G/A button on the throttles.
This will cause the airplane to climb into an area of "Uncleared Airspace." So,
there has to be a "LEVEL SEGMENT" where the airplanes flies along the approach
course (depicted on the plan view of the APPROACH CHART) at INTERCEPT
ALTITUDE to the MAP (Missed Approach Point) where a G/A (Go Around) may be
initiated.
UNCLEARED
AIRSPACE
G/A OK
FAF
MAP
G/A
MDA NOT OK
The whole idea is to NOT begin the descent, but rather maintain the intercept
altitude upon arrival at the FAF and fly through the FAF at that altitude. Essentially, you
do not do anything ... except:
RESET ALTITUDE in MCP to MISSED APPROACH ALTITUDE
This will prepare the airplane to execute the GO AROUND / MISSED

APPROACH when you get to the MAP. Remember, it is essential for you to continue to
track the approach course during the LEVEL SEGMENT. I suggest using LNAV or HDG
SEL; or if it is an ILS related approach (LOC or LOC/BCRS), you can use the LOC
mode. However, remember, this autopilot WILL NOT track a VOR or an ADF.
767v18187
MIKE RAY 2003

... arriving at 50 feet above MDA on

a Non-Precision APPROACH
with the field in sight.
BIG PROBLEM ... I have talked with more than a few Check Airman and they tell me
that pilots (all too frequently) are flying a great non-precision approach only to screw it
up at this point. REMEMBER, the descent portion is 99% on
INSTRUMENTS/AUTOPILOT. You are not required to disconnect the autopilot at the
point where you see the runway. NOT until 50 feet below the MDA and this takes at least
10 SECONDS. MOST pilots tend to take off the autopilot and attempt to HANDFLY the
final descent TOO EARLY. This is NOT GOOD!
The best technique seems to be to remain on instruments almost totally and as
the descent progresses, gradually transitioning to more and more outside visually until
you arrive at the runway with about 80% of your attention outside.
To start the descent; you should have the MCP set up with V/S selected (ALT
HOLD) and zeroes indicating in the windows and HDG SEL selected.
CONTINUE COMPUTED DESCENT RATE

TURN HDG SEL towards runway as indicated by PNF
... level off after Missed Approach on AUTOFLIGHT.
Let's discuss what happens after executing a Missed Approach when the
airplane levels off in AUTOFLIGHT.
First, ALT CAP is annunciated. The airspeed window remains at the airspeed set during
the Go-Around. As a result, as the nose pitches over and the airplane levels off, the
Autothrottles retard in order to maintain the airspeed. This is NOT DESIRABLE. On
the checkride, the CheckAirman will be impressed if you avoid this. So, some pilots
use the gouge:
When
ALT CAP is annunciated on theADI,
A @ ALT CAP BUG UP the salmon bug using the MCP, select target airspeed
B "BUG UP" (I would set FLAP 5 CMS speed from
the FLIP CHART plus 10 kts)
C "CLEAN UP" Clean Up means retract flaps on FLIP CHART speeds
to desired final flap setting.
(I recommend FLAPS 5 Think about it, you
are going to stay in the pattern and LAND).
I'd like to suggest that the speed/configuration should be set to get you ready
for the next approach. I think that it shows poor judgement to clean up and go to 250
knots in this situation. Let me suggest that you use FLAPS 5 speed plus 10 KNOTS and
stop the flap retraction at 5 degrees. This will also keep the STALL WHISKERS on the
ADI and give you some other stuff associated with the FLAPS 5 position.
264 MIKE RAY 2003

... engaging autopilot after a normal takeoff

when above 1200 feet AGL.
If TO/TO/FD is annunciated on the ADI, (Normal procedure accomplished during

Captains cockpit setup by arming the FLIGHT DIRECTORS which activates the
MCP); then
The autopilot CAN simply be "turned ON." This usually involves the PF asking for:
"CENTER AUTOPILOT COMMAND"
and the PNF:

pushing the CENTER AUTOPILOT CMD SWITCH.
GS 0 DH 109
-6
IMPORTANT: Check that CMD is
F 20 20
annunciated on the ADI.
WE LIVE
10 10
10 10
TO
20 20
CMD
TO
AND DIE
BY THE
ADI
NOTE: It is OK and SOP for the PF to push
the autopilot CMD button if desired.
... hooking up after a MANUAL GO-AROUND.
Above 1200 feet AGL you may call for "CENTER AUTOPILOT COMMAND"
Then, the procedure for properly arming the AUTOPILOT, may be remembered using
the gouge ... "THE BIG V"
- PUSH AUTOPILOT CMD button

BIG "V"
(monitor ADI for CMD annunciation)
- PUSH G/A button on throttle 3 1
- RESELECT HDG SEL or LNAV
- RESELECT AUTO THROTTLE 2
NOTE: You should not just "turn on" the Autopilot

because it comes on in default mode (HDG HOLD and V/S).
DO NOT CONTINUE THE MISSED APPROACH IN V/S !
767v18189
MIKE RAY 2003

... single engine or engine out Go-Around
DO NOT USE THE AUTOPILOT FOR

A SINGLE ENGINE GO AROUND
BELOW 1200 feet AGL !!
This includes multi-autopilot approaches such as CAT II/III.
Remember that you CANNOT commence a MULTIPLE AUTOPILOT APPROACH on
a single engine, but a SINGLE AUTOPILOT APPROACH may be initiated and flown
on a single engine..
This evolution is difficult because you have to do a coupla things with both hands and feet. It is
like trying to rub your tummy and pat your head at the same time. It takes some practice.
YourYOKE hand has to:
1 PULL BACK and ROLL to maintain wings level and

DEPRESS AUTOPILOT DISCONNECT BUTTON
YourTHROTTLE hand has to:
2 PUSH FORWARD (smoothly but aggressively) and

DEPRESS GO-AROUND BUTTON
YourFEET have to:
3 PUSH the appropriate RUDDER under lower yoke horn.
Since this event is likely to occur CLOSE-IN, the MOST IMPORTANT thing to do is
ROTATE.
The F/D on this airplane is unreliable initially, so do not follow the F/D bars ...
rather go to a 12.5 degree pitch on ADI (on 767 aim for 11 degrees);
i.e; fly "through" the F/D
NOTE: "AUTOTHROTTLE" will automatically drop off if N2 on DEAD engine is less than
20%; but normally, a windmilling engine will allow A/T to remain engaged. Therefore, it
will be necessary to shut off the A/T on the MCP. Using the A/T button on the throttles will
leave A/T armed and it may re-engage unexpectedly.
Further discussion: The airplane will roll over and die if you push the WRONG RUDDER.
So it is ESSENTIAL that you decide which rudder you are going to be pushing while you are
in the single engine approach. Be prepared. If the engine failure event occurs during the
approach and you are trimmed for two engine flight, rolling the yoke to keep the airplane
level BEFORE pushing ANY rudder is a simple way to indicate which yoke horn is down and
which rudder to push. DONT GUESS !!! A fifty percent chance is not good enuff.
767v18190
266 MIKE RAY 2003

... high altitude turn
Should a significant turn be required at altitude, be aware of the bank angle

set in the MCP. Either "AUTO" or something around 15 degrees will make life
easier. Remember that if you are close to the maximum allowable weight, when you
introduce a bank you are also reducing your "G spread" for stall margin and it is
possible to introduce some induced stall buffet ... NOT GOOD!
It is interesting to note that the AUTOFLIGHT system uses "BIG" bank
angles regardless of the altitude/weight. This may be a factor when entering a
holding pattern using the LNAV at heavy weights, high altitudes, slow speeds when
some turbulence or strong crosswind is encountered. Pretty exciting.
It appears that the AUTOPILOT will use whatever bank angle it needs to
maintain the depicted holding pattern, and then there is the problem of
compresibility; i.e. the FMC does not correct the minimum holding speeds for high
altitudes.
SO: Here is another annoying "unofficial" MIKE RAY RULE:
WHEN HOLDING OR SLOWING ATALTITUDE:

ADD 20 KNOTS TO THE FMC MINIMUM and HOLDING SPEEDS
... at .2 miles before FAF on a

normal NON - PRECISION Approach.
In order to "GET DOWN" to the MDA, you MUST AGGRESSIVELY begin your
descent. It is imperative that you DO NOT USE FLCH, but rather V/S. Roll the knob
to 1200 FPM quickly, don't try and finesse the rollover.
inside FAF you "should" use V/S

FLCH WILL NOT get you down in time
DISCUSSION: If for some STUPID reason you have NOT set in the
MDA (or a lower altitude) in the MCP - YOU WILL DIE!
The V/S will not only FLY AWAY FROM THE ALTITUDE you have set
in the MCP, but WILL NOT LEVEL OFF unless you have preset a lower
altitude set in the MCP ! YIPE! THE AIRPLANE WILL CONTINUE
TO DESCEND UNTIL IT IMPACTS THE EARTH.
IF ... THEN NOTE: If the Check Airman detects that you are
descending without a leveloff altitude set in the MCP, then you can
EXPECT some "DISTRACTOR" (i.e; Radio Call ,ATC request,
insignificant light or EICAS warning) being inserted into your
SIMULATOR RIDE at this point. BE ALERT!
767v18191
MIKE RAY 2003

... intercept the GLIDE SLOPE from above
A common event in the real world (and a possibility in the SIM) is being placed in the
position of being cleared for the approach with the Glide Slope below you. This is
usually unintentional, but may wind up being an awareness item.
Problem 1: Recognizing the situation that you are above the GLIDE SLOPE (or
worse, below the glide slope and descending). If you are beyond the limits of the ADI,
there will be NO INDICATION of just where the glide slope may be. The SAI (with a
greater sensitivity) may have the horizontal bar resting either on the bottom (you are
high) or on the top (you are low). However, the BEST indication is the crossing
altitude at the OUTER MARKER inbound. There are 2 reasons to check the marker
crossing altitude:
1: The Autopilot "can" hook up to a "false glideslope"
and you may NOT be on the Glide Slope or the Localizer.
2: This is the last safety check that the altimeter
settings are correct. In other countries it is VERY EASY
to confuse millibars and inches of mercury. It has been done.
IF LOW ... level off and fly into the Glide Slope. Normally ATC procedures are to
clear you for the approach from a "below G/S" condition, but this does not always
work out.
IF HIGH ... GET DOWN RIGHT NOW! Consider using speedbrake if outside FAF.
Do not use FLCH; but either manually or using V/S, aggressively start down, using
large descent rate. You must do this as far out as you can because once you are below
1000 IMC/500 VMC feet AGL you must comply with the descent limits:
IMC below 1000 feet AGL and VMC below 500 feet AGL:
1000 FPM maximum
If you are pressed and the approach outcome is in doubt ... GET OUT OF THERE!
ABANDON THE APPROACH.
CROSS CHECK OUTER MARKER

ALTITUDE INBOUND !!
767v18192
268 MIKE RAY 2003

... on ILS (LOC/GS captured;

that is, both are "green" on the ADI)
and ATC requests a level off and/or turn.
While I am certainly aware that most of the pilots will simply turn off the autopilot/AFDS and
handfly the airplane (and that is ALWAYS an option), however, you must understand that
the AFDS will remain engaged in the ILS MODE! This is not good.
There are only TWO AFDS ways to deviate from a captured ILS, first is the book solution:
TURN AUTOPILOT OFF

TURN FLIGHT DIRECTORS switches OFF then back ON
TURN AUTOPILOT ON
The Autopilot will come on in default mode (HDG HOLD and V/S)
So, you must reset appropriate vertical and/or heading modes.
The second way to get out of a captured ILS is:
PUSH G/A button

ARM ALT HOLD or V/S
ARM HEADING MODE (if a turn off the localizer course is required)
While descending, the MCP will only arm; but as the nose of the aircraft pitches up and
passes the horizon, the armed modes engage. The throttles move to respond to the
demand to maintain airspeed, and when the aircraft levels, they are set to maintain "bug"
airspeed.. Pretty slick.
NOTE 1: Re-tuning the ILS does not disconnect the autopilot

nor release the MCP, neither does resetting the ILS course.
NOTE 2: The MCP Heading and Pitch functions are overridden
and will not function when the ILS is captured;
in EITHER F/D OR CMD mode.
That is, EITHER the F/D or the AUTOPILOT switch
will keep the MCP armed and captured to the ILS LOC and G/S.
NOTE !
FURTHER EXPLANATION: Just turning off the Autopilot ONLY won't do it, the airplane will
still be "coupled" to the LOC/GS because the FDs are still armed. BOTH the FD switches
AND the Autopilot MUST BE TURNED OFF AT THE SAME TIME to release the MCP
functions.
EXAMPLE: There you are, sliding down the 25L glideslope to LAX when that anxious voice
interrupts with the clearance to "CHANGE runway to 24R." Wheee, it can turn into a can of
worms really quick. You MUST "Clear" the ILS off the flight directors AND the autopilot
using one of the techniques described above BEFORE you can tune and intercept another
ILS..
767v18193
MIKE RAY 2003

SOOooo
Just what is a
QRC
DISCUSSION: The airlines have long vascillated between the
requirements for pilots to memorize immediate action emergency steps
or to refer to an emergency checklist. Currently, the thinking is that it is
better to refer to a checklist because important steps can be ommitted or
improperly done, or sequences could be misconstrued. Years of
observation have proven that idea correct.
In the heat of battle, pilots sometimes will revert to improper or outdated
procedures or go brain dead and not know what to do. Having observed
this phenomena, brilliant Training Center Gurus have knocked their
heads together and developed a Quick Reference Checklist (QRC).
Even though there are a few items that must be done from
memory, for the most part, the QRC is to be followed
religiously. The concept is that the pilot is not to do an item
or step without consulting the QRC checklist.
The problem is that without preparation and practice, the
presentation of a checklist item MAY simply not be
understood or even improperly responded to. So, I have
gone through some of the thinking and idea of the QRC
items so that we are prepared to execute the items crisply
and properly.
Here, then, is the QRC:
270 MIKE RAY 2003

THE
EMERGENCIES
dreaded
STUFF
QUICK,
GIMMEE
OH MAMA! THE QRC !
Q RC
"Quick Response Checklist" ITEMS
DO NOT BE MISLED: YOU WILL STILL BE EXPECTED TO DO MEMORY ITEMS
767v18195
MIKE RAY 2003

The FLIGHT HANDBOOK (page PI-A), has a VERY INTERESTING

SECTION. Let me highlight it for you.
Quote: There are some situations that ALWAYS REQUIRE landing at

the nearest suitable airport. They include:
ENGINE FAILURE
ENGINE FIRE
WHEEL WELL FIRE
CABIN SMOKE or FIRE which persists
LOSS OF EQUIPMENT COOLING
Faults resulting in a SINGLE ELECTRICAL SYSTEM
Faults resulting in a SINGLE HYDRAULIC SYSTEM
It is stressed that persistent smoke or a fire that cannot

positively be confirmed extinguished REQUIRES the earliest
possible descent and a PASSENGER EVACUATION SHOULD
BE ACCOMPLISHED. unquote
A personal note, I think that:

APU FIRE and
AFT/FWD CARGO COMPARTMENT FIRE
should also require an immediate landing.
After all, you cannot tell if the fire is out !
The fact that the APU can do so many things for us in an
irregularity or emergency leads me to stick my neck out and
make the following suggestion:
"Anytime you have a problem, turn on the APU"
This is particularly important where fire fighters are going to be

involved with the airplane; because, by some screwball
reasoning, the cargo doors on this airplane cannot be opened
without the APU running (or external power, of course).
Note: If the APU is OFF, the cargo compartments can ONLY be

opened in an emergency ONLY if the firefighters have a special
"speed wrench." ... So there is some agrument that it is NOT
necessary to have the APU on when you evacuate. I suggest,
however, that you "consider" LEAVING THE APU ON WHEN YOU
EVACUATE DURING CARGO COMPARTMENT FIRE, although
technically, it is NOT NECESSARY.
767v18OPS196
272 MIKE RAY 2003

THE SCARY STUFF

QRC (quick response checklist)
and memory items only
The intention in this section is to present only the "Quick Response
Checklist and IMMEDIATE RECALL ITEMS".
FLY THE AIRPLANE

SILENCE THE WARNING
CONFIRM THE EMERGENCY
You will be EXPECTED to know:
WHICH EVENTS ARE ON THE QRC, and
WHICH EVENTS HAVE IMMEDIATE ACTION ITEMS.
The "QRC and Immediate Action" items can be

grouped "roughly" into several specific categories:
3 ENGINE START related:

ABNORMAL STARTS
L/R STARTER CUTOUT and
START SELECTOR REMAINS IN GND
NOTE:
THERE ARE
2 ENGINE related:
LOSS OF BOTH ENGINES
STILL MEMORY
HIGH EGT/COMPRESSOR STALL ITEMS
6 FIRE related:
L/R ENG FIRE, SEVERE ENG DAMAGE, or SEPARATION
Forward (AFT) CARGO FIRE
WHEEL WELL FIRE
APU FIRE
GALLEY FIRE/SMOKE
SMOKE/FUMES/ODOR
6 FLIGHT PATHDRIFTDOWN
related:
AIRSPEED/MACH UNRELIABLE
CABIN ALTITUDE/RAPID DEPRESSURIZATION
EMERGENCY DESCENT
UNSCHEDULED STAB TRIM
1 LANDING related:
EVACUATION
5 procedures have MEMORY "IMMEDIATE ACTION" ITEMS.
5
I have marked those procedures with an
and placed the steps in a hatched box like this
MEMORY
ITEMS
273
767v18197
MIKE RAY 2003

ABNORMAL ENGINE START

MEMORY THIS PROCEDURE
ITEMS HAS MEMORY ITEMS
RAM AIR
RAM AIR TURB
TURB STARTER DUTY CYCLE
PRESS
MAX CONTINUOUS ENGAGEMENT IS 15 MINUTES
PRESS
PRESS
2 START ATTEMPTS, then CONTACT MAINTENANCE
PRESS
ENTRY
DOORS EMERG
DOORS CARGO
DOORS ACCESS
DOORS
UNLKD
ENGAGED for 5 MINUTES or LESS....OFF to 0% N2
DOORS
ENTRY DOORS DOORS DOORS
EMERG CARGO ACCESS
UNLKD CAPT
CAPT
PITOT
PITOT
CAPT
PITOT
L AUX
L AUX
PITOT R
FO
FO
PITOT
PITOT
FO
PITOT
R AUX
AUX
PITOT
L AOA
L AOA
L AOA
TAT
R AOA
R AOA
R AOA
TAT
LPITOT
AUX RPITOT
AUX
PITOT TAT
PITOT
UNLKD
STAB AUTO MACH
SPOILERS
ENGAGED FOR 5 MIN TO 10 MIN ... COOL 10 MIN

STAB
TRIM AUTO
SPD BRK MACH
SPD TRIM
SPOILERS
UNLKD
TRIM
STAB SPD BRK SPD TRIM
SPOILERS AUTO MACH
TRIM
UNSCHED SPD BRK SPD TRIM
RUDDER ANTISKID
UNSCHED
STABTRIM RUDDER
RATIO ANTISKID
STABTRIM
UNSCHED RATIO
RUDDER ANTISKID
STABTRIM RATIO
WINDOW HEAT
ENG START
START
L WINDOW HEAT R
ENG EVAC SIDE L FWD R

EVAC
SIDE FWD
PASS OXY
EVAC EMER LIGHTS
ENGAGED MORE THAN 10 MIN COOL 15 MIN

SIDE FWD SIDE FWD
PRESS TO TEST PASS OXY
L 75 75 75
R
ON ON ON ON
PRESS TO TEST OFF
R L 75 75 75
ON ON ON ON ON
OFF INOP INOP INOP INOP
P UNARMED ON
P ARMED
U OFF INOP INOP INOP INOP
P
U UNARMED
L HORN ARMED
U
L HORN OFF
L SHUTOFF
L
L HORN
L
SHUTOFF ON
BOTH
IRS MODE SEL COMMAND SHUTOFF
EVACUATION SIGNAL
IRS MODE SEL COMMAND EVACUATION SIGNAL ON INOP INOP INOP
BOTH
IRS MODE SEL COMMAND EVACUATION SIGNAL
L C R INOP INOP INOP
L C R
FLT DK FWD CAB AFT CAB
VALVE VALVE
L C R
ALIGN ALIGN ALIGN AUTO
FLT DK AUTO
FWD CAB AUTO
AFT CAB
RAM AIR TURB
2
ALIGN ALIGN ALIGN
1
ALIGN ALIGN ALIGN AUTO AUTO AUTO
RAM AIR TURB
1 2 ON DC
ON DC
ON DC
DC FAIL
DC FAIL
ON DC
ON DC
ON DC
DC FAIL
DC FAIL
ON DC
ON DC
ON DC
DC FAIL
DC FAIL
PRESS
PRESS C W C W C W
UNLKD C OFF W C OFF W C OFF W
UNLKD OFF OFF OFF
FAULT FAULT FAULT
FAULT FAULT FAULT RECIRC FAN
FAULT FAULT FAULT ENG START LRECIRC FANR
B
NAV NAV NAV R L TRIM AIR
ENG START SELCAL R
ALIGN NAV ATT ALIGN NAV ATT ALIGN NAV ATT L TRIM AIR L
ALIGN NAV ATT ALIGN NAV ATT ALIGN NAV ATT R VHF SELCAL
ALIGN ATT ALIGN ATT ALIGN ATT VALVE BOTH VALVE ON ON ON
OFF OFF OFF L C
VHF R
OFF OFF OFF VALVE 1 BOTH 2 VALVE L C R
ON ON ON
OFF OFF OFF OFF
PA
2 INOP INOP
1 INOP INOP
IN
USE
OFF
PA
3
IN
USE
INOP INOP
INOP INOP
CABIN CALL GND
IF ETOPS and
FWD CABIN
MID CALL
AFT ALERT GND
CALL
AUTO AUTO ALERT
INOP INOP
GND AUTO OFF GND AUTO OFF ALERT
INOP
PACK INOP
PACK
GND OFF GND OFF
CONT CONT OFF
PACK OFF
PACK
YAW DAMPER
no EGT within 20 secs

YAW DAMPER BAT CONT CONT PASS SIGNS
SIGNS OFF OFF
LYAW DAMPER R
BAT PASS
L R BAT FLT FLT PASS SIGNS
L R AUTO NO SMOKING
SMOKING SEATBELTS
SEATBELTS AUTO AUTO
AUTO FLT FLT NO
AUTO
NO SMOKING AUTO
SEATBELTS
ON ON
ON
ON OFF AUTO BAT
OFF BAT AUTO ON AUTO ON OFF AUTO N OFF AUTO N
ON ON ON OFF AUTO ON
OFF OFF AUTO ON S S
ON ON D OFF BAT ON OFF ON OFF N OFF N T
D OFF OFF OFF T
CSB CSB
DII
AUTO
INOP INOP OFF O TY
AUTO
INOP INOP
S OFF O FUEL TY CB
I CB
GND AUTO OFF

INOP INOP S F
O
GND AUTO OFF

C F W Y
S F FUEL R PUMPS WY
or IF PROBLEM WAS
C F
F L PUMPS
H
OFF
C
H F R PUMPS W W
OFF
L PUMPS
GND
H
GND
ON ON
AFT CROSSFEED AFT
ON ON
AFT PRESS CROSSFEED PRESS AFT
APU GEN EXT PWR PRESS CABIN ALTITUDE CONTROL
PRESS
APU GEN EXT PWR CABIN ALTITUDE CONTROL
O ON VALVE ON VALVE MANUAL AUTO RATE
SOMETHING ELSE
F ON ON OP
FWD FWD VALVE CLIMB MANUAL AUTO RATE
CONT
O
F ON VALVE
BUS TIE ON ON OP
CONT
BUS TIE F ON AVAIL
FWD PRESS PRESS FWD
CONT
SYS F
BUS TIE CLIMB BLEED AIR
CONT
SYS SYS BUS TIE AVAIL
FUEL PRESS
SYS
PRESS SYS SYS PRESS BLEED AIR
SYS PRESS
SYS PRESS AUTO
PRESS PRESS SYS
PRESS AUTO CONFIG
FUEL
PRESS PRESS PRESS
AUTO AUTO CONFIG
ISNL ISNL CL DESCEND
RSVR RSVR RSVR C PUMPS MIN MAX DUCT
RSVR RSVR RSVR ISNL ISNL CL
UTILITY BUS C PUMPS DESCEND MIN
PRESS
or a SECOND
RSVR RSVR RSVR MAX DUCT
PRESS
UTILITY
L BUS
R P P
LDG ALT
HYD PUMPS
PUMPS L BUS R BUS LEFT R R RIGHT AUTO INOP
HYD ON PE PE ON LDG ALT
L R R BUS RS
FLT
L BUS LEFT RS RIGHT
C R
126
L HYD PUMPS BUS BUS ON ES ON AUTO INOP DUCT DUCT
FLT
C R ES
L BUS ON ON BUS S MODE SELECT LEAK
FLT
11 -- ELEC
ELEC
C -- 22 ENG
ENG R OFF S ISOLATION LEAK
126
L
ENG ENG OFF
BUS BUS
OFF S DUCT DUCT
FLT
S
OFF ON ON
OFF OFF
MODE SELECT
AUTO 2 LEAK
ISOLATION LEAK
OFF OFF BLEED BLEED
ON
AUTO 1AUTO 2 MAN
ON ON ON OFF OFF
ATTEMPT FAILED
ON ON ON ON
PRESS PRESS PRESS PRESS AUTO 1 MAN HI STAGE HI STAGE
VALVE
PRESS PRESS PRESS PRESS L C R HI STAGE HI STAGE
PRESS PRESS PRESS PRESS VALVE
L C R
OVHT OVHT OVHT OVHT
L R 14.9 6.7 14.9
OVHT
OVHT
OVHT
OVHT
OVHT
OVHT
OVHT
OVHT
GEN
L GEN DRIVE DISC GEN
R 14.9 6.7 14.9
CONT
GEN L DRIVE DISC
R CONT
GEN
GEN FUEL QTY
CONT L R CONT 15 FUEL QTY
LBS X 1000 36.5
ON
ON
ON
ON
15 LBS X 1000 36.5 CABIN
L ENG APU R ENG
ON ON O O FUEL TEMP C TOTAL QTY L ENG APU R ENG
PRESS PRESS
O
F ON O
O
F
F ON FUEL TEMP C TOTAL QTY CABIN V
PRESS PRESS O
F ON F ON O O
F DRIVE A
PRESS PRESS F
F ON DRIVE DRIVE FF ON F VL F
F
DRIVE F OF AV OF
DRIVE DRIVE F F
ANTI-ICE LE
EGT START SEL ... OFF

F F
OVHT OVHT WING V
OVHT
OVHT
OVHT
WING
ANTI-ICE DIFF PSI ALTFT1000
FT X
RATEFPM
1000
FPM X E
OVHT X X
ON
L ENG R DIFF PSI ALT 1000 RATE 1000
APU ON
L ENG R
APU ON L R ON ON EQUIP COOLING
ON L ON ON EQUIP COOLING CABIN
OFF START R OBS AUDIO ENT
CABIN
OFF START VALVE VALVE OBS AUDIO
OFF ENT
VALVE VALVE SMOKE ALTITUDE
PRESS DIFF
RUN VALVE VALVE ALTN
SMOKE OVHT LIMIT:
PRESS DIFF
OFF VIDEO ON
RUN TO/LDG VIDEO ON
OVHT LIMIT:
.125 PSI
TO/LDG ON
FAULT RAIN REPELLENT WIPER .125 PSI
RAIN REPELLENT WIPER ON
if problem was:
FAULT
A
L R
L R OFF
COCKPIT VOICE RECORDER MICROPHONE MONITOR OFF LOW
COCKPIT VOICE RECORDER MICROPHONE MONITOR LOW
TEST ERASE HIGH
3
TEST ERASE HIGH
NO EGT in 20 secs(NON-ETOPS)
HEADPHONE MONITOR
HEADPHONE MONITOR
POSITION ANTI WING
PANEL/FLOOD POSITION ANTI
COLLISION WING
COLLISION OFF OFF OFF
PANEL/FLOOD
GLARESHIELD AISLE STAND RED WHITE
LT OVRD OFF OFF OFF
GLARESHIELD AISLE STAND RED WHITE LOGO FLT DK DOOR
EGT rapidly approaching limit

LT OVRD ON ON ON ON LOGO FLT DK DOOR
ON ON ON ON ON ON UNKLD
ON ON UNKLD
UNKLD
UNKLD
LANDING
WING LANDING NOSE GEAR IND LTS TEST
RUNWAY TURNOFF L R
HIGH INITIAL FUEL FLOW

WING NOSE GEAR IND LTS BRT TEST
R
L TURNOFF
RUNWAY L R DIM
L OFF R DIM BRT
OFF OFF OFF
OFF
ON OFF
ON
ON ON ON
ON
HUNG START ENG START
2
ENG IGNITION ... BOTH SEL "GRND"
once EGT below 180C (motor 30 sec
FUEL CONTROL ... RUN unless
NO OIL PRESS)
A/P ENGAGE
A/P ENGAGE
A/T ARM
A/T ARM IAS/MACH
IAS/MACH HDG
HDG VERT SPD
VERT SPD ALT
ALT A/P ENGAGE
A/T ARM IAS/MACH HDG VERT SPD ALT LL C
C R
R
L C R
L NAV
L NAV 2 1 8 3 5 0 9 0 B CRS
CRS CMD CMD CMD
22 11 88 33 55 00 99 00
F/D L NAV B CMD CMD CMD F/D
F/D B CRS CMD CMD CMD F/D
F ON
F/D
ON ON
F/D
ON
F OFF
R C ON OFF ON FF
065
FR
108.05
C
R R C
065
E OFF FR
108.05
SEL C
55
108.05 065
RE C
R 25 E R
SEL
108.05 065
Q S 25 RE CR
EQ R
S EPR SEL V NAV
NAV 5 25 DN
DN Q S
RS
Q S EPR V DN LOC EQ
EPR V NAV SEL BANK
BANK LOC Q S
WARNING SEL LOC WARNING
WARNING AUTO
AUTO SEL LIMIT
BANK
LIMIT WARNING
OFF
OFF OFF
OFF
OFF SPD
SPD FLCH
FLCH HOLD
HOLD V/S
V/S HOLD
HOLD OFF
CAUTION
CAUTION SPD FLCH HOLD V/S HOLD APP
APP DISENGAGE CAUTION
CAUTION
DISENGAGE
UP
UP
VOR/DME UP
VOR/DME VOR/DME
VOR/DME VOR/DME
VOR/DME
GS 523
GS 523 DH 109
DH 109
GS 523 DH 109
3540 N5528UA
N5528UA GS 523
GS 523 DH 109
DH
DH
109
109
3540 HDG REF
REF GS 523
3540
3540
HDG
NORM
HDG REF
NORM D
D
F
F 20
20 20
20
NORM DO
O
G
G
F 20 20 OO
O
E
GE
F 20
20 20
20
FF
A
EA
AUTOLAND STATUS
AUTOLAND STATUS WHL WELL
WELL
OR
R
S R
AR BRAKE
BRAKE AUTOLAND STATUS
STATUS 20 20
AUTOLAND STATUS WHL
liiiilii
RS AUTOLAND
ili 44PRESS
NOSE
l 60 60liiiiiilliiiiiiiilii
FIRE
WHLFIRE
WELL NOSE BRAKE
PRESS
i i ii ii l i ii 60
R AUTOLAND STATUS
10
S
10
10 10 LAND 3
3 1
1 FIRE NOSE 4PRESS
PSI X 1000
33 PSI X 1000
PSI X 1000
11 INNER/
ll i i MACH 80lii 10 10 LAND
LAND 3 1 TRUE
TRUE
3 00 LAND 33
LAND 1 10
10 10
10 ALT INNER/
INNER/
400 80 P/RST
P/RST TEST
TEST
TRUE
22 1
0 P/RST LAND 3 TEST 10 10 ALT
AIRWAYS
iliii
iiiiliiliiiilii
400 MACH P/RST TEST AIRWAYS

i i ii i i
ALT
80 3 TEST CAUTION
i i ii i l i i i ii ll i
400 MACH P/RST NO LAND
NO LAND 3 CAUTION LEFT
LEFT RIGHT
RIGHT 2 11 P/RST NO LAND 33 TEST
NO LAND AIRWAYS
2 22
iiiiliiliiiiiiliiiiiili
CAUTION
ll i9i 00 11i ii
l i iiiiiiliilli i iiil ill i
350
350 65
6 533 100
100 NO LAND 3 2
2
2
350 6 53 100 MIDDLE
MIDDLE
liliiiiiiiiliiiliiliiiililiililiiliililiilil
300 9 MIDDLE
ii
i iiii lil li i i i li ii ii i i i
300 120
i ii iii iii ili lil ii ii i i
300 120 TO
120 CANCEL RECALL TO
23 654
23 654
22
CANCEL RECALL CLB 11 22
10 10
88 23 654
TO CLB
10 10
i ii ii iii ll i
CANCEL RECALL GA CLB 1 2

250 KNOTS 140 10 10 GA
10 10 OUTER
OUTER
250 140
GA
10 10
iiliiiiliiliiill
250
KNOTS
1
1 140 TEMP SEL
SEL
10 10 OUTER
240 2 23
KNOTS
2 31 TEMP
MB ALTALT IN.HG
IN.HG 3
240 0 160 A/T TEMP SEL
MB ALT 2992
IN.HG
771013
300 MB
2992 3
240 160 S A/T
A/T 20 20 CMD FIRE CONFIG
i iiiili l l i
9 160 S 20 20 INNER/ 1013

lliiiiiiiilliiiiiilii
iiiililiil
iiiiil FIRE CONFIG

iiliiiiliili
INNER/
i i lii i 60
CRZ
9 CON
A/T 1013
220 9 180 iiiliiiiiiliiiiliiiiliiiiliiiiiiilliiii S 20 20 ALT
INNER/ FIRE CONFIG CON CRZ
S A/T
SS A/T 20 20 CMD 2992
li iiii i l MACH
220 180 CMD 20
i ii ll iii iii iii ii ll i ALT 20
ALT
i 60 ii80
CRZ
SPD AIRWAYS CON
66 5 44
220 200180
200 SPD CMD AIRWAYS 60 20 20 l li i i
l iii iii ii i l00 lii
A/P
SPD AIRWAYS PULL UP
UP A/P CMD
200 iiliiiiliiiiliiiili G/S LOC
LOC 0 i l ii ii PULL A/P
DISC
l400 80 SPD
SPD CMD i ii ii i l i i ii il li i i
ll 9 400 5
PULL UP DISC
G/S 1i
WINDSHEAR SPD
iiiiliiliiiiliiii
LOC
i
RETRACT
G/S 9 1 MIDDLE WINDSHEAR DISC RETRACT
400 MACH 80 MACH LOC
iiliiiliiliiiilil i i i i l iiiiiliilli i i i
MIDDLE WINDSHEAR CABIN G/S

G/S LOC li
1 UP
if
270K
RETRACT
VNAV PATH
PATH L NAV
NAV 9 LOC
i ii
MIDDLE CABIN
iiiiliiliiiiliiiiiililiiii iiliililiiliilililii
UP
i ii iil il l i
OVSPD 270K
VNAV LL NAV 350 653 100 G/S
i i i i i i i ili lili ii i i
CABIN OVSPD
6655 33 100
ALT UP 270K
VNAV PATH 23 654 654
SPEED ALT 350 VNAV PATH
PATH L NAV
NAV BARO
8 23
8 23 654 2
2
SPEED
SPEED
BRAKES ALT OVSPD
350 100 VNAV
VNAV PATH LL NAV
BARO
BARO
i i i ii ii lil ilii ii i
2
liiiiiiililiiliiiilililiil
BRAKES
INSTR SOURCE
INSTR SOURCE SEL
SEL 8 OUTER
OUTER BRAKES 300
300 120 INSTR SOURCE
INSTR SOURCE SEL
SEL
INSTR SOURCE
DIR SEL
OUTER 120
l i i i i li l i
FLT MB ALT ALT IN.HG ALT AUTO 300 120 INSTR SOURCE
DIR SEL
FLT DIR
FLT
FLT DIR
DIR 71013
7 MB ALT2992
MB
IN.HG 3
IN.HG
3 ILS
ALT
ALT
ALERT
AUTO
AUTO
PILOT GND
GND FLT
FLT DIR
7 1013 2992 3 ILS
OFF ILS
ALERT
ALERT
PILOT
PILOT GND
250 KNOTS 140
i ii iil il l
L 1013
6 2992
4
OFF PROX 250 KNOTS
1 140 L
L 6 lii
5 4 4 i OFF B/CRS A/T
A/T FMC PROX LEADING
LEADING TRAILING
TRAILING 250 KNOTS 1
240 222333100 160
140 LL
ii i
L 6 l i i i ii ll ii ii ii ll ii i
5
ILS
ILS B/CRS
B/CRS A/T
DISC
DISC
FMC PROX
G/S
G/S INHIB
INHIB EDGE
LEADING EDGE
TRAILING
240
iiliiiiliilii i
FMC EDGE EDGE

C
C 5 ii liii ILS
DISC G/S INHIB EDGE EDGE 240 09 160160iiiiil C
CC
C BARO 220 99 180
220 180 iiiiliiiiiliiiiliiiiliiiiliiiiiiliiliii
D132 F12.8 220 200180
F12.8
BARO
200
l
D132 12.8 NM
NM
148 0743.7ZZ BARO
12.8 TRK M 0743.7 200 iiliiiiliiiiliiiili
12.8 NM TRK
148 M 0743.7
148 0743.7ZZ
STARTER CUTOUT
12.8 NM
NM
TRK M 12.8 TRK M 0743.7 i i ii ll ii ii i i l
Z
R
148
OFF
R TRK M 0743.7 R
i ll ii i i 22i i l ii iii i
DIST L
L OFF
R DIST
DIST L
DIST R
DIST R
DIST R
OFF 12.8 NM TRK M Z
RR
l i ll ii ll ii lll iii lll iii1llliii ll ii ll i i ii ll ii i60llliiiiiiiiiiiillliiiiiiiiiillii i ii 11 4
i ll iill ii l i l11i 22
ii i
i il lii il i i
1 5l liiiiiiiii l i ii60 VERTICAL4

iil i 999 12 155 i l ii
EXTEND OR OR
ii ii
EXTEND
l400 60 80 .5 VERTICAL
i ii iii ili lil ii ii i i ili li li
80lii 55 EXTENDED
EXTEND OR .5 VERTICAL
l400 EXTENDED
.5 SPEED
i lii3il li3il3l000 333666illli il l
l il ill1lii1il818i 822121122424li illliiil i
i i ii iii iii lil ili ii ii ii l il
1.22 1.24
iiiiliiliiiiliiii
270K -- .82M
EXTENDED .82M
5
SPEED
i
80 EPR
11
15 270K
iiliiiliiiliiiilil i i iiliililiiiii i
400 1.22 1.24 SPEED

EPR 15
l i liiillli il li il liil liilli i
100 270K - .82M

iiiiliiliiiiliiiiliiilii
15
l li illlii il li il li il li il
350 IAS 100 100 EPR 1

i i l i ii ii ii ll i 350 IAS 00 66
LOCK OVRD
OVRD
l iii iii ii ii ll ii i2 350 LOCK
IAS
liiiiiiililiiiiiliiliiliiiliililiiliililii
N 150
150 i ii ll 1 i i l i ii i 300
300 120
120 864
864..
N1
N1
86.66
86.
LOCK OVRD
l i i i i li ilili
150 180 22 i 4
1000 FPM
FPM
N N
i 100.5 100.5 UP
150
ii i 1 4i i
N1
A
N N 180
180 300 120 100.5 100.5 UP 20
20 150 1000
1000 FPM
i li ili li i i
A
N 100.5 100.5
A A 120 UP 20 150 180
.5 1
V
A 120 250 140 180 .5 FMC
i ii
i il lii il i
.5
44
FMC V V
A VERTICAL 4 250 140 645 645
FMC
V 120 395 314 180
i ii ii iil ili li ii ii iil iil l i
FMC ll ii l 22277 3300 l ii ll VERTICAL 645 645

120 .5 FMC
333
250 KNOTS 140 EGT ii

V V .5 KNOTS
395 314 D132 F12.8
F12.8 120 ii
i il i
FMC VERTICAL FLAPS
has occurred;
4
645 EGT 645

SPEED 160 FLAPS
D132 120
11
i ii ii ii ii lili liii i ii il li l
.5
240KNOTS 160
22
l i llii ll ii7ll i l 3l i0ll ii ll ii ll i l EGT 25 i ii l i i
SPEED
SPEED 240 160 FLAPS 25 DN i l i i i l i i i il li i i i
iiliiiiliilii
25
180
iiilliiiliil
i l i l ii ll ll ii l i l i iiiiil DN
6 240 220200180
180 iiiiililiiiiiiilliiiiliiiiliiiiilliiiiiiiilililiiiii
0 66 85 86
30 DN
220 N2 DIST LL DIST R
R i i il i i
00
30
85 86
DIST DIST
ADF ADF 200
220200
iiiiliiiiiiiiliiiilliiiiiiiliii 100
100
N2
N2 100
100
30 DIST L DIST R
l i llii ll ii ll ii llii llii l

ADF ADF 1000 FPM
FPM liiii 100 100
ADF ADF 1000
illiilliil i l11i l22i l i 1l1i 5ll iill i

1000 FPM
AUTO
.5
4
AUTO
i li iil li i
.5
iil i 999 12 155i l ii
4
AUTO
.5 ii ii
2 4
ON
i i ii ll ii i i i i ll ii iii iii
ii i
1
ON
ALTN GEAR
GEAR
11 22
ADF INOP
INOP ON
ALTN
i lii3il li il l0i 00 333666illli il l
l li ill1lii1il88i l8i2212112242li il liiil i
ADF ALTN GEAR

ADF INOP i l i i i ii ll ii i ii l i RESERVE
RESERVE EXTEND
EXTEND
i i il i i RESERVE EXTEND
270K -- .82M
.82M
l i liil lli iil lli iil li il liilli
l li il li ill lii ill li il li il
BRAKES 270K
1
BRAKES 55 270K - .82M

BRAKES 5
15 EFI
EFI
EFI 11 15
EFI
EFI
EFI ON 1 15 N
N
A
NA
N
N
ON
ON
A
NA
allow RPM to
V
AV
33333
UP 20 V
AV
44
i i ii ll0ii ii ii ii ll i i
LL ENG
ENG R ENG
R ENG UP
UP
20
20
V lliil 222777 3300 l iill V CHR
CHR
ii i i100
L ENG
OIL PRESS R ENG
OIL PRESS l ililill ii ll i l l3i 0
OIL PRESS OIL PRESS i l i liilllliillliiillliiill i l CHR
ll 9 ii OIL PRESS OIL PRESS
1000 FEET 1
i i ii ll i iii ii ii ll i
NORM 25
25
FEET 1
NORM
9 100
FEET 25
i ll ii i i 60
ii
NORM
i ii ii lil l i
30
i iii i
AUTO ADF
i ii ii ii ili lil ii ii i i
ADF
1013
1013 1000FT AUTO 30 ADF ADF
60
i ii
1000FT AUTO AUTOBRAKES 30 ADF ADF
CHR 1013MB 4 2 BRAKES AUTOBRAKES GND PROX
PROX GND
88 ALT
CHR MB 1000FT
4 BRAKES GND PROX/CONFIG
PROX/CONFIG
3 2
ii i ii ii lil ili ii ii
AUTOBRAKES GND
CHR ALT MB
ALT 43 BRAKES 22
11 2 33 TE GND
FLAPPROX
OVRD GNDGEAR
PROX/CONFIG
GEAR OVRD
ii i
i il ilili i i
LE
i ii lll iii iii ii ii ll i LE TE FLAP OVRD OVRD
IRS
l ii ii i i60
3
50,000 32 1 LE TE FLAP OVRD GEAR OVRD
50 11:32 10 IRS
i ii iii ili lil ii ii ii ili lili
2
60 i i l ii iii ii
ADF INOP
INOP
i ii ll i i i 60
50,000
IRS
IRS 50,000
1 3
21 DISARM 44
ADF
50 11:32 10 IRS
ii ii iii iii lil ili ii ii ii lil
DISARM ADF INOP

IRS ii i 77 2992 1 3
DISARM 4 ALTN ALTN
i 2992
2992 MAX ALTN ALTN OVRD GMT
i iiiili l l
MAX ALTN ALTN OVRD

OVRD OVRD GMT
i ii
i il lii il i
BRAKE OFF
44
MAX
50 11:32 10 IN.HG
66 IN.HG
OFF AUTO OVRD GMT
i iiii i ili lil i ii ii iil iil l i
BRAKE OVRD
50 10 ll i i
IN.HG i OFF AUTO
ii i
50 10 BRAKE i i ii ii l i ii ii ll ii i
11:32 55
AUTO
i iiii ii ii lil ili ii ii i il li l
SOURCE ET/CHR
drop below 0% N2
SOURCE RTO ET/CHR
GMT SOURCE li RTO ET/CHR
GMT
i il ilil ii i
13
13 GMT BARO
BARO
RTO
40 4:56
40 20
20
13 ET/CHR
ET/CHR
BARO
13
13 RUN 4:56 i ii i RUN
i li i
RUN
40 4:56
ET/CHR
20 13 RUN
RUN
30 ii il li i i i l i i i l i ii i i RUN
40 20 30
i li iil li i
RUN 40 4:56 ii ii 20 i ii RUN i i i il i i i l AIR

AIR
ii i
RUN RUN
AIR
RUN 30
30
i i ii ll i i
i l ii i ii ii ll ii ii iii lll iii ii i RUN HLD
HLD AIR
AIR
AIR 30 HLD
HLD HLD
SS DATA
DATA
DATA
i i il i i HLD HLD
RESET
SS
FSSS DATA
DATA
DATA
HLD
HLD
HLD
HLD
SS
SS
DISPLAY
DISPLAY
DISPLAY
COMPUTER
COMPUTER
COMPUTER
BRT
BRT
BRT
THRUST REF
THRUST REF SET
SET RESET
RESET FS
FS
HLD RESET
RESET FSSS
THRUST REF SET
FS BOTH
RESET FS EVENT AUTO
AUTO BOTH MAX IND
IND
ENGINE STATUS
STATUS EVENT AUTO BOTH MAX
ENGINE EVENT
RECORD L MAX IND
RESET
then reselect
RECORD L R L R RESET
L R R
-- - -- --
-- -- PULL
PULL
-- --
--
PULL
-- -- --
-- -- -- --
-- -- -- --
GND and
-- -- - --
INIT
INIT RTE DES INIT
INIT RTE CLB
CLB CRZ
CRZ DES INIT RTE CLB CRZ DES
INIT
REF
REF RTE CLB CRZ DES
DES INIT
INIT
REF RTE
RTE CLB CRZ DES
DES
REF RTE CLB CRZ REF RTE CLB
CLB CRZ
CRZ DES
REF REF
REF
DIR DEP EXEC
MOTOR 30 sec
DIR LEGS DEP HOLD PROG EXEC DIR
DIR DEP
DEP EXEC
EXEC
DIR
DIR
INTC LEGS DEP
DEP
ARR HOLD PROG EXEC
EXEC DIR LEGS DEP HOLD
HOLD PROG
PROG EXEC
INTC LEGS
LEGS ARR HOLD
HOLD PROG
PROG DIR
INTC LEGS
LEGS DEP
ARR HOLD PROG EXEC
INTC
INTC ARR
ARR INTC
INTC LEGS ARR
ARR HOLD PROG
INTC ARR
FIX
FIX FIX
FIX
FIX FIX
FIX
FIX
A
A B
B C
C D
D E
E A
A B
B C
C D
D E
E
D
D
D
D
S
PREV
PREV
PREV
NEXT
NEXT A B C D E M
M
D
D
D
D
S
PREV
PREV NEXT
NEXT A B C D E M
SP
S PREV
PAGE NEXT
NEXT
PAGE M S PREV NEXT M
SP
S
S PAGE PAGE M
S S PREV
PAGE NEXT
PAGE M
MS
SP AK
P S PAGE
BR
P PAGE PAGE SP PAGE S

BR
PAGE PAGE S PAGE PAGE

P
F G H I J S
G P PAGE PAGE
F G H I J
S
BR
II
SG
P
Y
Y
Y
Y F
F G
G H
H J
J
G
G
G
P
P
Y
Y
Y
F
F G
G H
H II JJ
G
G
G
EE
Y
EE
EE EEE
1
1 2
2 3
3 1 2 3
AK
11 22 33
AK
1 2 3 K
K L
L M
M N
N O
O K
K L
L M
M N
N O
O
D
K L M N O
DD
F OO K L M N O O
F
4
4 5
5 6
6
O
OF FF
4 5 6
O
O
44 55 66
FF A F F OF
AAA
II
4 5 6 P
P Q
Q R
R S
S T
T
F
F
SS
F
AAAA
P
P Q
Q R
R S
S T
T
F
F
F
SS
IILL P Q R S T S
S
T
T
T
T II
IILL P Q R S T S
S
T
T
T
LL
7
7 8
8 9
9 LL
7 8 9
9
T
7 8 9 U
U V
V W
W X
X Y
Y 77 88 9 U
U V
V W
W X
X Y
Y
U V W X Y U V W X Y
. .
.. 0
0
0
+/-
+/-
+/- .. 0 +/-
+/-
00 +/-
Z
Z DEL
DEL CLR
CLR Z
Z DEL CLR
CLR
Z DEL
DEL CLR
CLR
Z
DEL
DEL
DEL CLR
CLR
ADI
ADI ADI
ADI
ADI ADI
FLAP
RST DH REF
REF BRT
BRT RST
RST DH REF
DH REF BRT
BRT
RST DH
FLAP
109
109 109
109
DOWN
DOWN
APL
DOWN
APL
DOWN
APL
APLNOSE
DOWN
DOWN
NOSEDOWN
NOSE
NOSE
NOSEDOWN
RANGE BRT
BRT RANGE
RANGE BRT
BRT
RANGE BRT ARMED RANGE BRT
NOSE
RANGE RANGE ARMED RANGE

NOSE
APLNOSE
160 320
160 ARMED 160 320
160
80 160 320 HSI 80 160
80 320 HSI
HSI
80 HSI 320
DOWN
320 HSI
DOWN
80 HSI 80
DOWN
40 40
40
APL
40
APL
40
APL
40
20 VOR ILS
VOR ILS WXR 20
20 VOR ILS
VOR ILS WXR
WXR
20
20 VOR ILS WXR
WXR 20 VOR ILS WXR
10
10 MAP 10
10 MAP
10 MAP 10 MAP
MAP
MAP ON
ON
ON ON
ON
ON
PLAN
PLAN PLAN
PLAN
MAP PLAN
MAP MAP PLAN
MAP
NAV AID MAP
NAV AID ARPT RTE
ARPT RTE DATA
DATA WPT
WPT NAV AID MAP
NAV AID ARPT RTE
ARPT RTE DATA
DATA WPT
WPT
INOP
INOP ON ON
ON ON
ON ON
ON INOP
INOP ON
ON ON
ON ON
ON ON
ON
TT
INOP ON
ON ON ON ON INOP ON ON ON ON
SS
TT RR
A
A II
BB M
M
ENG
ENG ENG
ENG
APL
ENG ENG
APL
APL
UP
APLNOSE
VALVE VALVE
UP
VALVE REV VALVE

UP
NOSEUP
VALVE REV
REV VALVE
PARK
PARK ISLN
ISLN
NOSE
STAB TRIM
TRIM
NOSE
STAB
NOSE
PARK SPAR ISLN SPAR

NOSE
APLNOSE
STAB TRIM
TRIM
NOSEUP
BRAKE STAB UP SPAR

SPAR SPAR
SPAR STAB TRIM
BRAKE
BRAKE STAB TRIM UP
UP VALVE VALVE
VALVE
VALVE VALVE
VALVE
APL
1
APL APL 0
APL
APL
00
UP
APL
APL
0
UP
APL
NOSE
UP
APL
00 NOSE
NOSE
P NOSE FUEL CONTROL

CONTROL NOSE
DN
P NOSE
DN FUEL DN
DN L FUEL CONTROL R DN 2
A
A
DN 2
22 LL R
R 22
R
R
K 4 RUN
RUN
RUN 444
K S
S 44 SS
S
T
ST TTA 6
TT 6 66
B
B A
A 66 AA
FUEL
A B
R B
B BB
R B 8
A 8
88 T 88
A T TTR
K TT NORM
NORM
K RR 10 NORM CUT OFF
CUT
CUT
OFF
OFF RRI 10
10
10
R 10
10 I
E
E II
IM
IM
M
M M 12
12
M 12
12 12
12
APL 14
APL
APL 14
14
APL
APL 14
14
APL
NOSE 14
NOSE L ENG
ENG R ENG
ENG NOSE
NOSE
NOSE
NOSE CUT
CUT LL ENG R
R ENG UP
UP
UP
CUT LIM PROT
PROT LIM PROT
PROT
UP
UP
UP OUT
OUT LIM
LIM PROT LIM
LIM PROT
C
C R
R
CONTROL
STAB TRIM
STAB TRIM
WX RADAR
WX RADAR LL ENG
ENG ENG BTL
ENG BTL ENG BTL
ENG BTL R ENG
R ENG
OVHT
OVHT 11 DISCH
DISCH 11 DISCH
DISCH OVHT
OVHT ARMED APU BTL
BTL
NORM
NORM TEST
TEST ARMED ARMED
ARMED APU
11 DISCH
DISCH
MID
MID 10 15
FWD
FWD AFT
AFT
10 15
PRECIP 55 DISCH C
C
PRECIP UP
UP DISCH
DISCH DISCH A
LEVEL A
SWITCH
LEVEL R
MAX
MAX
00
DOWN
L RR R
G
G
DOWN
L O
II
GND RTN
RTN 55 1-BTL DISCH-2
1-BTL DISCH-2 O
GND
10
15
10 15 PRECIP
PRECIP DOPPLER
DOPPLER E
E FF APU
APU
F GG II
DISCH
DISCH
OFF
OFF ON
ON ONLY
ONLY ONLY
BOTHONLY F H RR
BOTH
T
T H EE
TT
DISCH
DISCH DISCH
DISCH
"CUTOFF"
124.90
124.90 120.95
120.95
V C
C
V
H
H
O
O
M MAIN MENU
MAIN MENU 1/2
1/2 124.90
124.90 120.95
120.95
F
F M
FREQ SEL
SEL M
M
FREQ D
D PREFLIGHT
PREFLIGHT DISPATCH
DISPATCH VV C
C
C
O
O
A
A HH O
M
M
0001 TIMES
TIMES ENROUTE FF M
T
T 0001 ENROUTE FREQ SEL
FREQ SEL M
M
M
A
A UA COMM
COMM WX RQST
RQST
UA WX
MIC SELECT
MIC SELECT
LL MSGS RCVD
MSGS RCVD IN REPORT
IN REPORT
II
ON
ON
NN DELAY/DVRT
DELAY/DVRT MRM REPORT
MRM REPORT
MICSELECT
MIC SELECT
SELECT
VHF-L VHF-R
VHF-R PA
FLT
FLT
FLT SERV
SERV
SERV KK MIC
VHF-L PA INPH
INPH INPH
INPH
MASK
MASK
INPH INPH
RETURN
RETURN ON
ON
ON
MODE
MODE DIM 66
DIM FLT
FLT SERV
BOOM VHF-L
VHF-L VHF-R
VHF-R PA
PA FLT SERV
SERV
BOOM VHF-L VHF-R PA INPH
INPH INPH
INPH
INPH INPH
MASK
MASK
MASK
PA VOR
PA ADF ILS
ILS MKR
MKR
MKR
VOR ADF ILS
PTT BOOM
BOOM
BOOM
C PTT BOTH
BOTH
LL C R
R BOTH
VOICE
VOICE
VOICE RANGE
RANGE
RANGE ABOVE
ABOVE
ABOVE ABS
ABS ABOVE
ABOVE
ABOVE ABS
ABS
ABS PA VOR
ABS PA
PA VOR ADF
ADF ILS
ILS MKR
MKR
MKR
VOR ADF ILS
N PTT
PTT
PTT
N N
N C
N
5273
5273
N L
LL
C
C R
R
R VOICE
VOICE
VOICE
BOTH
BOTH
BOTH
RANGE
RANGE
RANGE
BELOW
BELOW
BELOW
REL
REL
REL BELOW
BELOW REL
REL
NAV
NAV FILTER
FILTER
FILTER BELOW REL
XPDR
XPDR
STBY TA
TA L
FAIL LL R
R
R
STBY FAIL
FAIL
TFR
TFR TA/RA
1102.5
1102.5 850.0
850.0
TEST
TEST TA/RA NAV
NAV
NAV FILTER
FILTER
FILTER
IDENT
IDENT
IDENT
AA TONE
TONE
DD OFF
OFF ON
ON TCAS/ATC
TCAS/ATC
FF SLEW
SLEW
SLEW RESET
RESET
RESET TEST
TEST
TEST
MSG
MSG
MSG
PAPER
PAPER
PAPER FAIL
FAIL
FAIL
ADF
ADF ANT
ANT FF FF
R
R
EE 109.90
109.90 249
249 C
R
C
R
QQ SS
TEST
TEST
DATA PRINTER
DATA PRINTER
198.CDR
ILS
ILS
FULL
FULL
FULL
RUDDERTRIM
RUDDER
RUDDER TRIM
TRIM
15 10
15
15 10 5
10 55 0 00 5 5 10
5 10 15
10 15
15 EMPTY
EMPTY
llliiiiiiiiiiiillliiiiiiiiiiiillliiiiiiiiiiiillliiiiiiiiiiiillliiiiiiiiiiiillliiiiiiiiiiiilll EMPTY
NOSELEFT
NOSE LEFT
LEFT UNITS
UNITS NOSERIGHT
NOSE RIGHT
RIGHT
NOSE UNITS NOSE PAPER
PAPER
PAPER
FIRE/OVHT TEST
FIRE/OVHT TEST
SYS FAIL
SYS FAIL AILERON
AILERON NOSE
NOSE NOSE
NOSE
WHL
WHL ENG/APU
ENG/APU LEFT
LEFT RIGHT
RIGHT
WELL
WELL CARGO
CARGO R
RR
U
UU
D
LEFT
LEFT RIGHT
RIGHT DD
D
FAIL
FAIL WING
DD
E
P-RESET
P-RESET
P-RESET WING
WING WING EE
R
RR
DOWN
DOWN DOWN
DOWN

MIKE RAY 2003
ABNORMAL ENGINE START
ANOF
DEFINITION IRREGULAR
ABNORMALorSTART
ABNORMAL START is defined
1: No EGT RISE within 20 sec after FUEL CONTROL SWITCH to RUN (RICH on 767-200)
2: No N1 increase by 40% N2
3: No OIL PRESSURE increase before fuel control switch to RUN
4: HIGH initial FUEL FLOW or EGT rapidly approaching start limit
5: EGT exceeds start limit (ALERT: NEW LIMITS)
6: HUNG START - Stabilized idle of about 60 - 63% N2 not obtained within 90 seconds
(120 secs 767-300) after moving fuel control switch to RUN (RICH-767-200)
7: ENGINE FUEL VALVE or SPAR VALVE fails to open
8: Pneumatic or electrical supply interruption
9: EICAS interruption: Note, loss of just the lower EICAS does NOT constitute failure.
Also, use of the Stby Eng Instr. Ind in lieu of EICAS is NOT ALLOWED
IF START VALVE FAILS to CLOSE (START VALVE LIGHT stays ON); go to that
procedure. MOST other start irregularities can use this procedure.
1: FUEL CONTROL SWITCH ............................................................ CUTOFF

Stops fuel flowing to the engine so that it can be "cleared" of residual unburned fuel and allowed to
cool off.
If NO OIL PRESSURE indicated, DO NOT GO TO NEXT STEP. TERMINATE further operation of
the engine and seek maintenance assistance. DO NOT MOTOR ENGINE FURTHER.
NOTE: If the starter has already CUTOUT wait until

N2 spools down to 0% before re-engaging.
180 C
2: ENGINE START SELECTOR ...................................................................... "GND"
NOTE : Motor the engine for 30 seconds minimum OR until EGT has cooled to less than
180C. If the engine has already started, it will always take longer than 30 seconds to cool
below 180C EGT. The 180C EGT degree requirement does NOT apply to the 757..
IF PROBLEM WAS IF ETOPS and NO EGT within 20 seconds

NO EGT rise within 20 seconds or IF PROBLEM WAS "SOMETHING
(NON-ETOPS ONLY) ELSE"
(Contact SAM for any MEL restrictions) NOTE: If you are going to fly
HIGH initial FUEL FLOW or ETOPS, You MUST have BOTH
EGT rapidly approaching limit IGNITERS OPERATING.
HUNG START
A B
3: ENG IGNITION SEL .................BOTH ENG START SEL ..........OFF
4: FUEL CONTROL SWITCH The idea here is to terminate the start process.
(once EGT below 180 C) ..... RUN Take a moment to evaluate the situation. Could
we reposition the airplane for a restart, or check
The idea here is to re-start the engine. If a normal the pneumatic panel setup, etc. CALL SAM and
start is the result and no limits were exceeded, it can get an OPS PLACARD. IF you are planning
be assumed that the airplane is functioning normally ETOPS, you CANNOT GO!.
and you may continue the flight. CALL SAM!.
If the problem was HIGH EGT, but EGT LIMITS were NOT EXCEEDED; then another start may be attempted.
Observe the STARTER LIMITATIONS:
Other factors affecting start other than mechanical malfunction:
1: Placing START LEVER to RICH/RUN before MAX MOTORING can cause HOT START
2: A TAILWIND/CROSSWIND start can cause START PROBLEMS
3: LOW DUCT PRESSURE (could be failure to turn off packs) can cause HOT START.
Following a HOT START, even if the limits were exceeded, it may be possible for SAMC maintenance to clear the
item and and dispatch you right on the radio without visual inspection. They need to know MAX EGT REACHED
and DURATION. Their manual has different criteria than ours. Worth a try. 199.CDR
767v18199
MIKE RAY 2003

L/R STARTER CUTOUT/

START SEL REMAINS IN GRD
(EICAS MSG - "L OR R STARTER CUTOUT")
ENG START
R L
VALVE BOTH VALVE

1 2
GND
AUTO
OFF
CONT
FLT
GND
AUTO
OFF
CONT
FLT
4
1
DUCT
PRESS
2
DUCT DUCT
LEAK ISOLATION LEAK
BLEED BLEED
HI STAGE HI STAGE
VALVE
L ENG APU R ENG
V
O A O
F L F
F V F
E
3 5
6
767v18200
276 MIKE RAY 2003

L/R STARTER CUTOUT/

START SEL REMAINS IN GRD
1: ASSOCIATED ENG START SELECTOR ...............................AUTO.
Verify the switch in AUTO; if not there already, and
If it is still in GRD, suspect a failure of the N2 TACH INDICATOR SPEED CARD. Move the
switch MANUALLY to AUTO. Confirm that the VALVE closes:
Confirm a recovery in the duct pressure, and an
Absence of an EICAS msg, and that the
VALVE light goes out.
It is always a good idea to anticipate the automatic closure of the START VALVE about 52% N2.
You will be able to hear the CLICK of the start valve switch, and while there is no substitute for
actually looking at the panel and visually checking (1) the VALVE disagree light OUT and (2) the
switch in the AUTO position. A negative visual check will be confirmed by the annunciation on the
forward EICAS ADVISORY panel as L OR R STARTER CUTOUT. This message indicates that
the starter valve is NOT CLOSED when it should be.
If the light remains on, and ther EICAS msg remains, then we have to assume that we have an
EMERGENCY and proceed with the QRC checklist.
NOTE: The purpose of the following steps (2 through 5) is to ensure
that ALL pneumatic air is REMOVED from the system.
2: TURN ASSOCIATED ENG BLEED SWITCH .........................OFF
3: TURN APU BLEED SWITCH ................................................OFF
4: TURN ISLN SWITCH (757) or ASSOCIATED ISLN SWITCH (767) .....OFF
5: GROUND PNEU SOURCE (if on ground) ......................REMOVE

NOTE: This will have to coordinated with ground personnel.
The external air cannot be isolated with any switches in the cockpit.
IMPORTANT NOTE:
DO NOT SHUTOFF FUEL CONTROL SWITCH UNTIL ALL
PNEUMATIC AIR IS REMOVED FROM THE SYSTEM !!!
Check the duct pressure gauge.
6: ASSOCIATED FUEL CONTROL SWITCH (if on ground) ......................................CUTOFF

If the failure occurred after an inflight start .........................................LEAVE ENGINE RUNNING.
With the loss of pneumatic air on one side:
AVOID ICING CONDITIONS.
DO NOT USE WING ANTI-ICE !
NOTE: On the 757, ENGINE ANTI-ICE NOT available on the affected side.
SOME ADDITIONAL CONSIDERATION:

After coordination with SAMC/GROUND MAINTENANCE PERSONNEL, it is likely that a
restart using manual operation of the start valve by ground personnel can be
accomplished and you can be dispatched.
NOTE: Before another start attempt on the ground, motor engine for 30 seconds
767v18201
MIKE RAY 2003

LOSS OF ALL ENGINES

could be mistaken for
"LOSS OF BOTH AC BUSES"
if above 80 knots,
RAT "GREEN" LITE
indicates engines
below 47% RPM
1
BOTH
ENG START
SEL "FLT"
rotate full
clockwise
RAM AIR TURB
PRESS
UNLKD
ENG START
R L
BOTH
2
VALVE VALVE
1 2
APU
"START"
AUTO AUTO
GND OFF GND OFF
CONT CONT
FLT FLT
APU
ON
OFF START
RUN
FAULT
AIRSPEED
MIN 280 KIAS
MACH .82
(STBY INSTR.)
HAND FLY AIRPLANE
Autopilot will shut off
USE STBY INSTRUMENTS
(HMG airplanes will still have
CAPTAINS INSTRUMENTS)
MONITOR 1.22
864.
1.24
86.8
EPR
STANDBY
N1
100.5 100.5
395 314 645 645
ENG INSTR
EGT
85 86 100
N2
100
INDICATOR
AUTO
ON
for engine start.

THIRD ROW DOWN
RISING EGT
767V18204
278 MIKE RAY 2003

LOSS OF ALL ENGINES

1. Here is the GOOD NEWS about that: IF you are sharp enough to catch it and IMMEDIATELY place
the ENGINE START SELECTORS TO FLIGHT, the chances are excellent for a relight !
2. If you fail to catch it in time, however, the next thing you will notice will be the generators dropping off
the line. If given while in a descent, having the throttles back, you will not notice the loss of thrust and
therefore, will make "THE FATAL MISTAKE" ... that is; think you have a LOSS OF BOTH GENERATORS
or some other kind of an electrical problem. There is NO PROCEDURE FOR LOSS OF BOTH
GENERATORS! By the time you dig out of that hole, you will be doing your re-check.
3. It is possible to mistake an actual loss of both AC busses for a loss of both engines, particularly on take-
off. Everything goes black in either case.
Attempts to abort without AC busses is a potential disaster because
NOTE: you lose some very important stuff: such as partial anti-skid, partial
speedbrakes, NO reversing, NO autobrakes, and NO RTO.
There are two ways to tell whether you have lost both engines or are just
having an electrical problem:
RAT deployed light wil be ON. If you are above 80 knots and both
engines are below 47% N2, the RAT will fall out. The RAT indicator light
(right above the engine start panel) will be glowing in the dark.
The STANDBY ENGINE INSTRUMENTS will be on and indicating. BUT ...
just the fact that the indicators are showing is simply evidence that there has
occurred a LOSS OF AC POWER. It does not necessarily mean that both
engines have failed; so, you are going to have to interpret the data presented.
1: ENGINE START SELECTORS TO.........."FLT"

Rotate both selectors full clockwise.
NOTE: START WILL LIKELY BE A HOT START ABOVE 30,000 feet.
Some Checkpersons consider it good judgement that if you are above 30,000 feet, that
you descend before attempting a relight to avoid the potential of a hot start. Of course, if
you are at a lower altitude or particularly just after take-off ... DO NOT DELAY!
2: START APU (if avail): START SWITCH FULL RIGHT

The start should take about 90 seconds, and the APU will automatically take the airplane
electrical load. There is no particular admonition about overloading due to the load shed
capability. In real life, on the -300, it might be wise to dump the two utility busses.
3: TRANSITION TO STANDBY INSTRUMENTS
280 KTS
The AUTOPILOT will drop off the line; take manual control and "FLY THE AIRPLANE."
While the book gives specific airspeeds for various airplanes and altitude combinations;
shoot for a ballpark minimum of 280 KTS. That will cover all the bases.
NOTE: If airspeed is not within the airspeed envelope, THE ENGINES WILL NOT
RELIGHT. It is, therefore essential to quickly transition to STANDBY FLIGHT
INSTRUMENTS and get AIRSPEED within the envelope (shoot for 280 KNOTS as a
round number for all altitudes and airplanes; although actual numbers are in the
book, Flight Handbook page E-2). If EICAS is available, it will display the
suggested airspeed relight envelope during engine failure.
REMEMBER: The BEST indication that the engines have relit is the STANDBY ENGINE
INSTRUMENTS indicator. The parameter to monitor is for a RISING EGT (Third row down).
MIKE RAY 2003

767V18205

HIGH ENGINE EGT/

COMPRESSOR STALL
1
AUTOTHROTTLE
ARM SWITCH
OFF
2
AFFECTED ENG
THROTTLE
TO IDLE
MONITOR ENGINE indications
3
for 30 - 60 seconds
to determine EGT trend.
It may be very gradual
767V18206
280 MIKE RAY 2003

HIGH ENGINE EGT/

COMPRESSOR STALL
This situation usually results from disrupted airflow over the engine inlet, which in turn causes the
engine to stall. It can occur in flight or on the ground, even after a long period of engine operation. It
may be accompanied with some rather alarming loud "explosion-like, or popping" sounds. The cockpit
indications are:
Engine RPM is at or below idle,
Engine does not respond to throttle movement
EGT is increasing.
The situation usually is not serious and can be corrected as follows:
1: AUTOTHROTTLE ARM SWITCH on MCP.............. OFF
2: AFFECTED ENG THROTTLE ..... Confirm, then IDLE

This is an "Autopilot ON" maneuver and should be done gently so that the rudder trim can
input and allow the autopilot to keep up. If you exceed the capability of the Autopilot to trim,
(i.e, during climb or high power settings with rapid throttle movement) the autopilot will
disconnect and some serious roll moment will be introduced into the controls.
The most likely place where engine compressor stall will occur is applying take-off power
with a strong crosswind. It is ALWAYS a good idea to move the throttles slowly and
smoothly during the application of high power settings, particularly under windy conditions.
3: MONITOR EGT
The gauge to watch is third row down on the upper EICAS. Note the EGT for
logbook and possible Captain report.
TALK TO THE CUSTOMERS

While not strictly a part of the procedure, and certainly not to interfere with proper completion
of any items; But if you have experienced some really loud "explosion-like" sounds, flames
shooting out the engine, airplane yawing, etc it might be a good idea while you are getting out
the book to make an announcement to the Folks in the Back...otherwise your flight attendant
call button is going to start dinging off the hook. The CHECKGUYS LOVE this stuff.
OTHER CONSIDERATIONS
If this evolution takes place some dark night over the North Atlantic when you are struggling
to maintain your altitude, it behooves one to be judicious in the reduction of power without
considering an off airways vector and driftdown. It would be easy to get concentrating on an
engine problem and fail to "FLY THE AIRPLANE!"
While not strictly a mandatory divert situation, particularly if you have Keflavik as your choice
in the middle of December; the severity of the event ,of course, dictates whether or not a land
short situation is warranted.
On a take-off situation, logic would dictate that several loud explosions from the engine while
you are in the process of adding power might warrant a look-see by the local maintenance
guys. My message is simple...CYA.
During the SIM ride, it is a logical expectation that you will experience an engine failure (or
both engines failure) shortly thereafter. Therefore, I think it is a good idea, if it is not already
started, to crank up the APU in preparation and start thinking about landing.
767V18207
MIKE RAY 2003

a discussion about
EVACUATION
In the simulator, when you encounter an emergency, you will be expected to
1. CONTACT THE COMPANY

This is an FAA requirement and can be accomplished very quickly using a "simulated"
ACARS transmission; such as "7700" or "IFE - DIV - DEN" or DEN7700. Just
remember that this is an FAA REQUIRED TRANSMISSION !
2. COORDINATE WITH THE FLIGHT ATTENDANTS
While this is NOT an FAA requirement, it is EXPECTED and is required by the
company. There are 4 things the First Flight Attendant/Chief Purser will want from you:
GOUGE NATURE OF EMERGENCY

TIME AVAILABLE FOR PREPARATION
N - NATURE EXPECTED LANDING CONDITIONS
T - TIME SIGNAL to "BRACE" or "REMAIN SEATED"
S - SPECIAL INSTR
B - BRACE
The way this whole emergency scenario is scripted leads you to assume that there
actually will always be an evacuation. In the Simulator (and real life) you will be
expected to evaluate the necessity for an evacuation. It is usually NOT considered
necessary, for example, to evacuate for a single engine landing where there is no fire.
So, in that case, giving a brace signal is really pretty redundant. Even if you intend
to evacuate, but there is no expectation of a "CRASH" or need for a "brace," it is
considered nonessential to require the passengers to endure a "pillow in the face"
landing when it is clearly not justified. However, if you are not sure or think that it might
be a good idea; of course, ALWAYS adopt the most conservative approach when
evaluating these situations.
When you "DECLARE AN EMERGENCY," the DISPATCHER wants to know some

things, among which are:
1. Nature of the Problem

2. How far down the runway do you intend to land?
(long, short, or normal).
3. How many "SOULS ON BOARD"
4. How many "BABIES" or "SPECIAL CUSTOMERS" are there.
5. Problem passengers and where they are sitting.
6. Unusual cargo and its location.
7. FOB (usually an estimate of time you can continue to fly).
ACTIVELY use the Flight Attendant in evaluating the situation:

Are there any BABIES or SPECIALS, and other stuff like:
Do they see a fire in the engine
or does the floor over the cargo compartment feel warm, etc.
The checkride will include multiple "emergencies," each of a different nature and
involving greater or lesser coordination with the "GHOST" Flight Attendants. You
will be expected as the check wears on and on and on and on that you will
continually keep them in mind and constantly be rebriefing and "bracing" and
"REMAIN SEATED-ing". The Flight Attendant/brief problem is not a "ONE TIME
SHOT."
767v18208
282 MIKE RAY 2003

THE FOLLOWING ARE THE DREADED
the
FIRE
EMERGENCIES
Each of the following procedures are FIRE EMERGENCIES !

A fire procedure DEMANDS that the flight crew do the
following things:
LAND ASAP at nearest suitable airport

DECLARE EMERGENCY (Do it vociferously !)
PREPARE FOR EVACUATION
REQUEST FIRE DEPARTMENT
NOTIFY DISPATCH
THIS IS A BIG DEAL ...

GET EXCITED !
767v18209
MIKE RAY 2003

THIS IS A FIRE EMERGENCY

L/R ENG FIRE,
SEVERE ENG DAMAGE,
OR ENG SEPARATION
THE HANDLE DOES 7 THINGS:
Some pilots use the gouge F-A-T-H-E-R-S
F-UEL ....... closes fuel and spar valve
A-IR .......... closes eng bleed air valve
T-HRUST... deactivates thrust reverser
H-YD ......... closes eng hyd pump supply
E-LECT ..... trips gen field and breaker
1
R-INGING.. silences fire bell
S-QUIB ..... arms BOTH fire ext bottles AUTOTHROTTLE
LEFT HANDLE ONLY .... Closes APU BLEED VALVE
ARM SWITCH
"OFF"
2 THROTTLE
"IDLE"
3
FUEL CONTROL
SWITCH
1. "CONFIRM"
2. "CUTOFF"
if LITE IN
5
HANDLE
4
is "ON":
ENGINE FIRE
ENGINE FIRE SHUTOFF
SHUTOFF HANDLE
HANDLE CONFIRM-PULL"
"ROTATE L or R"
6 ENG BTL
DISCH LIGHT
"VERIFY ON"
IF Engine Fire Shutoff
Handle LIGHTremains
7
ROTATE
HANDLE IN
OPPOSITE
DIRECTION
ON for 30 SECONDS* ...
767v18210
*start timing AFTER ENG
BTL DISCH light comes on.
284 MIKE RAY 2003

L/R ENG FIRE,

SEVERE ENG DAMAGE,
OR ENGINE SEPARATION
1: AUTOTHROTTLE ARM SWITCH........................................ OFF
Use the "A/T ARM" switch on the MCP panel. Using the throttle disconnect
switches does not keep the autothrottle from reengaging. Even though the
autothrottle will disconnect itself when the engine spools down below 20% N2, we
turn it off as a back up.
2: THROTTLE ......................................................................... IDLE

Retard the throttle S-L-O-W-L-Y to allow the PF to maintain
control of the airplane and trim it.
3: FUEL CONTROL SWITCH ........................ CONFIRM, CUTOFF

The PNF and PF should MUTUALLY CONFIRM for the
correct Fuel Control Lever before CUTOFF
4: ENGINE FIRE SHUTOFF HANDLE ..................................PULL

Unless a fire is indicated, it will be necessary to release the handle with the release
button under the handle, THIS WILL REQUIRE TWO HANDS.
Alternatively, you may activate the FIRE WARNING TEST and that will also release
the handle (still requires TWO HANDS.)
However, if the handle is lit, then THE HANDLE WILL ALREADY BE RELEASED.
IF ENGINE FIRE SHUTOFF HANDLE LIGHT IS ON:

5: ROTATE ENGINE FIRE SHUTOFF HANDLE LEFT OR RIGHT
6: VERIFY ASSOCIATED ENG BTL DISCH LIGHT ON.

It takes several seconds for the light to come on. Do not start the 30
second clock until the light actually is ON.
IF ENGINE FIRE SHUTOFF HANDLE LIGHT REMAINS ON FOR
30 SECONDS AFTER ENG BTL DISCH LIGHT COMES ON; THEN
7: ROTATE ENGINE FIRE SHUTOFF HANDLE
IN OPPOSITE DIRECTION.
This will fire the remaining bottle into the engine.
THINGS PILOTS SCREW UP !

Retard wrong throttle
Shut down FUEL CONTROL LEVER without "confirmation"
Pull wrong FIRE HANDLE
Cannot determine if RELIGHT is appropriate:
i.e.: Is there some N2 rotation? (Eng seized?)
Remember that the oil press indicator will be red
even though there is oil pressure available
MIKE RAY 2003


APU FIRE
1
APU FIRE
SHUTOFF HANDLE
"PULL and ROTATE"
L ENG ENG BTL ENG BTL R ENG

ARMED
1 DISCH
FWD AFT
DISCH C
DISCH A
R
L R 1-BTL DISCH-2
G
O
E I
G
F DISCH APU
F I
R
T H DISCH
E
T DISCH
767v18216
286 MIKE RAY 2003


APU FIRE
Land at nearest suitable airport, Prep for and conduct
an EVACUATION, declare an EMERGENCY, etc.
THIS IS A BIG DEAL!
This event occurs typically during two venues:

1: While the APU is running. Typically, the only time the APU is running in the air is
during crappy weather during take-off or landing.
2: While the APU is being started.
I am suggesting that when you are completing the
inflight APU START CHECK that is routinely done on trips back from Europe,
that you accomplish this procedure over or near a major airfield. Doing this check
over the snowfields of Northern Canada could be a problem. ...DUH!
1: APU FIRE SHUTOFF HANDLE......PULL and ROTATE

This is a ONE SHOT deal. You pull the handle and rotate FULLY.
WARNING: THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE
HANDLE COMPLETELY. If not rotated that last little bit, you will not deploy the extinguisher, you
will still be on fire, YOU WILL NOT KNOW IT, and you will bust your checkride!
THERE IS NO DEFINITIVE WAY TO DETERMINE IF THE FIRE

IS OUT. You MUST assume that YOU ARE ON FIRE !
The fact that the light goes out in the handle
DOES NOT MEAN THE FIRE IS OUT !!!
TALK !
- DECLARE AN EMERGENCY
- GET NEW CLEARANCE
- BRIEF FLIGHT ATTENDANTS FOR EVAC
- NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN")
- NOTIFY PASSENGERS
- TX 7700
- Consider an EVACUATION
NOTE: In the simulator this event is called a "detractor." When it occurs you can bet
that something else is going on. BE ALERT! You are being set up to stall the aircraft (is
the Auto-throttle on), or run into rising terrain, or you are about to experience either a
LOSS OF ALL/ONE GENERATOR or a LOSS OF HYDRAULIC FLUID.
767v18217
MIKE RAY 2003


AFT/FWD CARGO FIRE
757 STUFF 767 STUFF
FWD CARGO EXT ARM SWITCH:
FWD CARGO EXT ARM SWITCH:
FWD CARGO HEAT FAN ... OFF
DOES NOT OPEN OEV VALVE
BOTH RECIRC FANS ......... OFF
DOES NOT SWITCH BOTH PACKS to HIGH FLOW
OEV ................................... OPEN
BOTH PACKS .................... HIGH
AFT CARGO EXT ARM SWITCH:
AFT CARGO EXT ARM SWITCH:
AFT and BULK CARGO HEAT VALVES ... CLOSE
BOTH RECIRC FANS .................................... OFF
AFT CARGO HEAT FAN ... OFF
BULK CARGO VENTILATION FAN ............... OFF
RIGHT RECIRC FAN ......... OFF
AFT CARGO HEATER ....... OFF
RIGHT PACK .................... HIGH
ARMED ARMED
1
FWD/AFTCARGO
EXT ARM SWITCH FWD AFT
(with light ON) C
"PUSH" A
R
G
1-BTL DISCH-2 O
2
F
NO. 1 BTL I
DISCH SWITCH R
"PUSH" E
DISCH DISCH
3
OBSERVE
4
DISCH LIGHT
"ON after EITHER PACK .... OFF
20 - 30 seconds"
5 (767 ONLY) EQUIP COOLING SEL OVRD

(767 ONLY) FLT DECK TEMP SEL .... FULL COLD
6
SET LANDING ALTITUDE INDICATOR
FWD CARGO: 9500 feet, (767-300: 7500 feet)
AFT CARGO: 7500 feet
LAND ASAP 767v18212
288 MIKE RAY 2003

AFT/FWD CARGO FIRE

THIS IS A FIRE EMERGENCY !
Land as soon as possible, Call for fire department, notify company, prep
for and possibly execute an evacuation, DECLARE AN EMERGENCY.
Get on the ground ASAP.
NOTE: The FIRE WARNING BELL and MASTER WARNING LIGHTS (for fire warning)
are inhibited from liftoff until 400 feet Radio Altimeter or for 20 seconds.
1: CARGO EXT ARM SWITCH

(WITH LIGHT ON)........................................ PUSH
The screw up here is to inadvertently press BOTH ARM switches. What this will do is split the
charge between both compartments.
NOTE: Pushing the ARM SWITCH does a whole bunch of stuff. Each airplane type
has a different list of things. Look at this stuff and its content before the oral.
2: NO. 1 BTL DISCH SWITCH................... PUSH

The NO. 1 Bottle is larger than the NO. 2 bottle; therefore, we shoot it first.
The ENG BTL DISCH light comes on when the bottle press is low...takes about 20 - 30 seconds.
IMPORTANT NOTE
DO NOT SHOOT THE SECOND BOTTLE UNTIL YOU HAVE WAITED THE 30 SECONDS;
HOWEVER, DO NOT GET DISTRACTED AND FAIL TO NOTICE THAT THE LIGHT MAY
NOT COME ON. THIS MEANS YOU DID NOT DISCHARGE AGENT TO THE
COMPARTMENT AND YOU ARE STILL ON FIRE ... AND DON'T KNOW IT. BAD DEAL !
3: OBSERVE ENG BTL DISCH LITE ON

AFTER 20 - 30 SECONDS
You MUST wait 30 seconds, and it is very common for the Check Airman to use some distracting
ploy (i.e; Radio Call, Clearance, etc.) so that you will not notice that the light may NOT come on.
4: EITHER A/C PACK SWITCH ........................ OFF
5: (767 ONLY)
EQUIP COOLING SELECTOR............. OVERRIDE.
FLT DECK TEMP CONTROL ............. FULL COLD.
7: If jet above 10,000 feet, and descent has NOT been started:
FWD CARGO FIRE: 9500 feet (767-300: 7500 feet).
AFT CARGO FIRE: 7500 feet.
LAND AT NEAREST SUITABLE AIRPORT.

8: Prior to starting descent:
LANDING ALTITUDE INDICATOR ..... RESET
Set in the actual landing altitude. The field may NOT be your planned destination. You will
be doing a lot of re-setting on the CDU ...
DO NOT FORGET TO RESET THE PRESSURIZATION PANEL.
767v18213
MIKE RAY 2003


GALLEY FIRE/SMOKE
This is a "potential"
FIRE EMERGENCY
APU GEN EXT PWR
O ON
F ON
F
AUTO AUTO
1
ISNL ISNL
UTILITY BUS BOTH

L BUS L R R BUS
UTILITY
BUS
OFF
ON ON
BUS
OFF SWITCHES
OFF OFF
"OFF"
L R
GEN GEN DRIVE DISC GEN
CONT L R CONT
O O
F ON F ON
F DRIVE F
DRIVE
767v18218
290 MIKE RAY 2003


GALLEY FIRE/SMOKE
This is a potential FIRE EMERGENCY and may require that
you
land at nearest suitable airport, Prep for and possibly
conduct an EVACUATION, declare an EMERGENCY, etc.
If it looks like a serious threat or if it even threatens to be serious or you can't really determine
whether it is serious or not ... TREAT IS AS SERIOUS ...Land at nearest suitable airport, notify
dispatch (ACARS: IFE-DIV-SFO), plan for and execute an evacuation. THIS IS A BIG DEAL !
IF YOU CANNOT DETERMINE POSITIVELY THAT THE FIRE IS OUT.

You MUST assume that YOU ARE ON FIRE !
OPINION: The Flight Attendants are instructed to fight the fire and to report the
condition to the cockpit. They are trained and can do anything that we can do;
therefore, I personally think it is POOR JUDGEMENT to send back the other pilot to
fight a fire. You are going to need all the help you can muster "in the cockpit."
1: BOTH UTILITY BUS SWITCHES...........................OFF

This will remove the electrical power from the galleys, should the ignition source be electrical.
TALK !
- GET NEW CLEARANCE
- NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN")
- NOTIFY PASSENGERS
- TX 7700
- Conduct EVACUATION
- etc.
NOTE 1: In the simulator this event is called a "distractor." When it occurs you can bet that
something else is going on. BE ALERT! You are being set up to stall the aircraft (is the Auto-
throttle on), or run into rising terrain, or you are about to experience an electrical problem or
failure such as a LOSS OF ALL/ONE GENERATOR.
NOTE 2: Since you will be shutting down the engines on the ground, it may be useful to
START THE APU
so that the firefighters can open the cargo doors on the ground.
767v18219
MIKE RAY 2003


WHEEL WELL FIRE
(in flight)
2
LANDING
GEAR
"DOWN"
1
AIRSPEED
MAX 270 Kts
M .82
LAND AT NEAREST SUITABLE AIRPORT

Leave Gear Down for at least 20 MIN
767v18214
292 MIKE RAY 2003

WHEEL WELL FIRE

THIS IS A FIRE EMERGENCY. DECLARE AN EMERGENCY,
Land at nearest suitable airport, Prep for and execute an
evacuation, Notify the company, etc. THIS IS A BIG DEAL!
What causes this Emergency indication? The detection circuits respond to

FIRE. Three events could cause this:
1: Something caught FIRE on wheel assembly or in well (rubber, fabric, etc)
2: HOT brakes
3: Fluid (i.e; hydraulic fluid) leaking on hot brake assembly and catching fire.
We cannot determine just what the cause is, so you must ASSUME the worse.
YOU ARE ON FIRE ! YIPE!
SCARY NOTE: Termination of the WHEEL WELL FIRE WARNING
DOES NOT GUARANTEE that the fire is extinguished !
THERE IS NO WAY TO TELL IF THE FIRE IS OUT!
If autopilot is engaged, LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED. Use speed brake to
assist in the slow up, set speed bug to Clean Maneuvering Speed. If disconnected; REMEMBER:
DO NOT LEAVE SPEED BUG SET AT CRUISE SPEED.
1: AIRSPEED ...........MAXIMUM 270 knots/Mach .82

This is an "Autopilot ON" maneuver.
1: Set speed less than 270 kts in the MCP. I suggest ignoring the 250 kts/ 10,000 foot restriction,
keep the speed up, remember that you have declared an emergency ... you did declare an
emergency didnt you?;
If close in to airport, go to Clean Maneuvering Speed; and if it happens right after take-off go to
FLAPS 5 + 10 kts, stay slow, and GET BACK ON THE GROUND ASAP.
DONT
2: If necessary, Extend speed brakes (Keep hand on the handle so that you
DO NOT FORGET TO RETRACT THE SPEEDBRAKES) FORGET
2: LANDING GEAR LEVER (below 270 kts) ...... DOWN

This is a two part process, At 270 KTS (1) GEAR DOWN and (2) SPEED BRAKE UP.
Keep the gear down for 20 minutes at a minimum; ideally, keep the gear down longer or until
landing. In other words, do not raise the gear unless it is necessary for fuel considerations to
reach a landing site. Remember; ASSUME YOU ARE STILL ON FIRE !
3: TALK !
- GET NEW CLEARANCE
- NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN" or DEN7700)
- NOTIFY PASSENGERS
- TX 7700
- EVACUATION (consider after landing)
OPINION: It is possible, if the fire was being fueled by a hydraulic leak, that we could expect
LOSS of HYDRAULIC FLUID event to follow. Be aware of fluid quantity (CHECK LOWER
EICAS STATUS PAGE)... perhaps take flaps early, etc.
NOTE: With GEAR DOWN, you will have extra drag. Plan descent accordingly.
TIP !
MIKE RAY 2003
767v18215 293

SMOKE/FUMES/ODOR
MEMORY
ITEMS
THIS PROCEDURE
HAS MEMORY ITEMS
1 OXYGEN MASKS
and REGULATORS
2
establish
CREW
COMMUNICATIONS
3 SMOKE GOGGLES
ON
767v18220
294 MIKE RAY 2003

THIS PROCEDURE MEMORY

HAS MEMORY ITEMS ITEMS
SMOKE/FUMES/ODOR
THIS IS A POTENTIAL FIRE EMERGENCY. IF EVEN A QUESTION, DECLARE
AN EMERGENCY, Land at nearest suitable airport, Prep for and possibly
execute an evacuation, Notify the company, etc. THIS IS A BIG DEAL!
1: OXYGEN MASKS & REGULATORS ..........ON, 100%

The 100% switch is on the mask itself. If you get the mask on without checking for 100%, the
switch may be pushed TOWARDS your face to place in the 100% position.
Eyeglasses will present a problem, in that the bridge of the glasses will be under the lip of the
mask and will have to be repositioned outside of the mask.
2: CREW COMMUNICATIONS ......... ESTABLISH
Frequently, the mask will knock off the headset/minitel. It is suggested that rather than try to
replace the headset, that the cockpit speaker volume be turned up full. There will be no
feedback problem because the mic is inside the mask enclosure.
The mic panel should be set up with: MIC SELECT
ON
MASK/ boom switch ........ MASK
VHF-1 slider ...................... UP VHF-L VHF-R PA FLT SERV
INPH INPH
VHF-1 MIC button ........... ON MASK
FLT INPH slider ............... UP
use the transmit button on VHF-1 to BOOM
talk to ATC; if necessary to crosstalk
PA VOR ADF ILS MKR
in the cockpit and the noise level is
too high, go ahead and talk to the other L C R
PTT
BOTH
pilot RIGHT OVER THE RADIO. VOICE RANGE
Use of the FLT INTPH is useful if

cockpit task loading allows. NAV FILTER
Communicate with
FLIGHT ATTENDANTS using SERV INPH
and with PASSENGERS using PA button
3: SMOKE GOGGLES (if needed) ................... ON

Smoke goggles go on the OUTSIDE of the mask.
Smoke may be "captured" inside the goggles and can be purged by sliding the oxygen
mask vent valve DOWN momentarily. This will allow air to blow into goggles.
4: COCKPIT DOOR ............................................... CLOSED

WARNING: LEAVE COCKPIT DOOR CLOSED, UNLESS REQUIRED BY
SOME OTHER PROCEDURE OR GREATER EMERGENCY
767v18221
MIKE RAY 2003

2 1
AUTOTHROTTLE AUTOPILOT
ARM SWITCH disengage
OFF (yoke switch OK)
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
3 TURN BOTH FLIGHT DIRECTORS

OFF
SP AKE
BR
EE
D
4
ADI ADI
FLAP
ATTITUDE,
109 109
THRUST
DOWN
APL NOSE DOWN
APL NOSE DOWN
RANGE BRT RANGE BRT

ARMED 160 320
160 320
manually adjust
80 HSI 80 HSI
40 40

10 MAP 10 MAP
ON ON
PLAN PLAN
MAP MAP
S T
T R
A I
B M
ENG ENG
APL NOSE UP
APL NOSE UP
VALVE REV VALVE

PARK ISLN STAB TRIM
STAB TRIM SPAR SPAR
BRAKE UP
VALVE VALVE AUTOLAND
APL
STATUS
APL 0
0 NOSE
P NOSE
1
FUEL CONTROL DN
DN
A
R
2 L R
LAND
2
3
K
S
4 RUN
P/RST S
T
4
TEST CAUTION
T
6 A NO 6LAND 3
B
R
A
B
B
8
2
A 8 T
T
K R NORM CUT OFF
R 10
10 I
E I
M
M 12
12 CANCEL RECALL
APL 14
APL 14
NOSE
C R
STAB TRIM
INNER/ FIRE CONFIG
ALT
AIRWAYS A/P
PULL UP
0 DISC
1
WINDSHEAR
9 MIDDLE CABIN
OVSPD
SPEED ALT
8 23 654 2 OUTER
BRAKES
ALT IN.HG 3 ALT AUTO

71013
MB
2992 OFF
ILS ALERT PILOT GND
6 4 B/'CRS A/T PROX

5 ILS
DISC
FMC G/S INHIB
BARO
COMPARE PILOTS ii iii

l i i i60 80ilii
li liiiil
INSTRUMENTS WITH STANDBY 400 1.22 1.24

iilii
iii
EPR
100
iiliiii
liiiil iiiili
350 IAS
iiliiiili
lii
and USE THE ONES THAT AGREE 86.4 86.6
2 ii
N1
ii 1 300 120 100.5 100.5
with the standby instruments .

250
ili
i
140
VERTICAL
395 314
645 645
iiiliiiili
.5 KNOTS EGT
iiliiii
SPEED
iiiiliiiil
240 160
6 220200180 85 86
iilii
0
iiil
ii iiiil N2
1000 FPM
iliiiiliiiiliiiiliiiil iii 100 100
AUTO
.5
4
ili
ii ii ON
i
1
i i il i i i l i 2 ili
RESERVE
BRAKES
ON
l i i 100 0
OIL PRESS OIL PRESS
i
9 FEET 1
i
iil
AUTO
iiiiliii
1013 1000FT
CHR
iiiiliii
2 3
3 1
iiliii
l i i 60 i l i i i
50,000
2
ii 7 2992
1 3 DISARM 4
MAX
iil
ili
4
i
50 11:32 10 BRAKE 6 IN.HG OFF

iiiliiiili
i lii AUTO
5
i
ii liiili
iiiiliiiil
SOURCE RTO
GMT
BARO
ET/CHR
402 4:56 0
ili
RUN ii ii RUN
i
30 i i il i i i l i
ili
HLD
HLD
SS
RESET FS
767v18230

MIKE RAY 2003
1: AUTOPILOT ................................................................ DISENGAGE
Use of either MCP, DISENGAGE BAR, or YOKE SWITCH OK.
2: AUTOTHROTTLE ARM SWITCH ............................................ OFF
3: FLIGHT DIRECTORS ................................................................ OFF
4: ATTITUDE, THRUST .......................................................... ADJUST
W
FLIGHT REGIME PITCH EPR
NORMAL TAKEOFF 17.5 T/O PWR
hat this is all about?
... Well, it seems that
WINDSHEAR / GPWS / GA 15+ MAX
there have been a
coupla airplanes get airborne
with the static ports taped shut V1 CUT / Single ENG G/A 12.5* MAX
or the pitot tubes blocked; and
they crashed! How could this NORMAL CLIMBOUT 10 CLB
possibly be? Well, here is what
happened. It seems that at
least one aircraft was recently LEVEL FLIGHT (5 FLAP) ~6 ~ 1.23
washed or painted and the
holes and tubes in the airplane ~ 600-800 FPM DESCENT 2.5 1.06 **
were taped shut to keep out the
fluid or paint. ~1000 FPM DESCENT 0 1.06**
It therefore seems that we have
to review our "WALKAROUND"
procedures and priorities. EMERGENCY DESCENT -12 to -15 IDLE
The problem with the situation
is that when you paint over
tape it assumes the color of the airplane and becomes virtually invisible.
A second "NEAR TRAGEDY" occurred to The Gorilla Airline with the W on its tail in some
deep south location. It seems that there was a swarm of bees looking for a place to make a
hive, and some quick witted ground person stuffed something into the pitot tubes to keep out
the critters. Worked fine on the bees.
Here are two things to consider:
Compare the pilots instruments with the standby suite and see if they agree with
one pilots set or the other. Use the Standby instruments as a tie breaker.
Unreliable indications without flags generally are caused by a pitot-static system

problem which cannot be fixed in flight.
NOTE:
767v18231
MIKE RAY 2003

UNSCHEDULED
STABILIZER TRIM

CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
WARNING
CAUTION
EICAS MSG
UNSCHED STAB TRIM
2
STAB TRIM
CUTOUT
SWITCHES
"CUTOUT"
1
CONTROL
COLUMN
grab hold and
OPPOSE TRIM
767v18232
298 MIKE RAY 2003

UNSCHEDULED
STABILIZER TRIM
1: CONTROL COLUMN .......... MOVE TO OPPOSE TRIM

When you discern that you are having this problem, and it can
occur in several ways; i.e, autopilot disconnects unexpectedly,
trim index is observed moving, yoke observed moving, etc.
So, "GRAB THE YOKE" and control the aircraft pitch manually,
HERE IS THE TRICK! IF THE YOKE IS MOVING FORWARD,

YOU SHOULD PUSH IT FORWARD. IT IS JUST OPPOSITE TO
WHAT YOUR INSTINCT IS, BUT IF YOU THINK ABOUT IT, YOU
HAVE TO "HELP" THE YOKE (AUTO-PILOT) TO CATCH UP.
DISCUSSION: Let me re-state the situation: Lets say you are genning along and observe the
yoke moving towards you. You recognize a run-away stab trim and you grab the yoke.
Now, do we PUSH or PULL? Think about it a moment. You must HELP the autopilot to
overcome the pressures introduced by the trim motor. So, the runaway stab in our example must
be trimming forward (nose down) and the yoke is moving backwards into your lap to
compensate. So, now what is your answer, do you push or pull?
It is NOT INTUITIVE ... you must PULL! It is just OPPOSITE to your instincts. The yoke is
moving towards you ... then you must pull it further in the direction it is moving.
2: STAB TRIM CUTOFF SWITCHES ........ CUTOFF

This is a two step process:
1. FLIP UP THE RED GUARDED SWITCHES
this in itself will do nothing.
l i l i l i l i l i THE
2. MOVE i l i l i l i l i l i l i l i l i l i l iUNDER
i l i l i l i l i l i l i l i l SWITCHES
l i l i l i l i lTOGGLE l i l i l i l i l i l i l iTHE
l i l GUARDS
REFERENCE ACTION: AUTOPILOT ........ DISENGAGE

When the autopilot is disengaged, and it is likely to have popped off on its
own, the control wheel forces could be tremendous.
Remember that you will be without trim and flying the airplane with an out-of-
trim situation could l i l i l challenging,
l i l i l i be l i l i l i l i l i l i l i l i l i lifi l iyou
i l i l i l i l i l i l i l i l i l i l iparticularly l i l i l i lhade
i l i l i l i l ibeen
lil pushing the
yoke instead of pulling and thereby exacerbating the situation. OOOOOPS!
STUPID REFERENCE ACTION:
STAB TRIM TO NORMAL (ONE AT A TIME).
Even though this is IN THE BOOK, DONT DO IT ... unless there is no
other option to control the airplane. THIS IS A REALLY DUMB IDEA!!!
LAND THE AIRPLANE !!!!
MIKE RAY 2003

767v18233

CABIN ALTITUDE WARNING

IF CABIN ALTITUDE
UNCONTROLLABLE
IF CABIN ALTITUDE
7
GREATER THAN do the
14,000 FEET: EMER
DESCENT
6
PAX
O2 switch
ON ENTRY
DOORS
EMERG
DOORS
CARGO
DOORS
ACCESS
DOORS
CAPT FO
PITOT L AOA R AOA
PITOT
L AUX R AUX
PITOT TAT
PITOT
STAB AUTO MACH

TRIM SPOILERS
SPD BRK SPD TRIM

STABTRIM RATIO
WINDOW HEAT
L R
EVAC PASS OXY

SIDE FWD SIDE FWD
OFF
ON
U UNARMED
L
ARMED
HORN OFF
L SHUTOFF
INOP INOP INOP
L C R
ALIGN ALIGN ALIGN

RAM AIR TURB
ON DC ON DC ON DC
PRESS
UNLKD
FAULT FAULT FAULT
ENG START WING

NAV NAV NAV SELCAL
R L VHF
BOTH L C R ON
1 2 PA
IN
OFF
USE
INOP INOP
INOP INOP
CABIN CALL GND

ALERT
AUTO AUTO INOP INOP

GND OFF GND OFF
PACK PACK
L R
FLT
ON ON
OFF BAT ON ON
OFF OFF
D OFF N OFF N
I OFF S S
INOP INOP O T T
CB
S CB
C F Y
F
FUEL Y
H R PUMPS W W
L PUMPS
ON ON
AFT CROSSFEED AFT
F ON VALVE OP
F ON ON CLIMB
SYS SYS SYS PRESS
PRESS BLEED AIR
PRESS PRESS PRESS
AUTO AUTO FUEL
CONFIG
4
ISNL ISNL CL
5
C PUMPS
MAX DUCT
UTILITY BUS
PRESSURIZATION
PRESS

LEFT R R RIGHT
L C R ON E ON
126
BUS BUS E
BOTH PACK
ON ON
OFF
S
S
S
S
MODE SELECT DUCT
LEAK
DUCT
ISOLATION LEAK
OFF OFF AUTO 2
OUTFLOW VALVE
AUTO 1 MAN
SELECTORS
VALVE
L C R
L R 6.7
CLOSE
OVHT OVHT OVHT OVHT
GEN 14.9 14.9
GEN DRIVE DISC GEN
CONT L R CONT
FUEL QTY
AUTO
ON ON
15 LBS X 1000 36.5
O O
F ON F ON
PRESS PRESS
F DRIVE F V
DRIVE O A O
F L F
F V F
OVHT OVHT
WING
ANTI-ICE E
FT X FPM X
APU ON
L ENG R
There are TWO steps:

ON ON ON
EQUIP COOLING
L R
PRESS DIFF
VIDEO ON
1: MODE SEL ... MAN

OVHT LIMIT:
TO/LDG
.125 PSI
FAULT ON
L R
OFF
2: DESCEND (rotate left)

LOW
TEST ERASE
HIGH
3: Check ind. goes down

HEADPHONE MONITOR
POSITION ANTI WING
LT OVRD RED WHITE
LOGO FLT DK DOOR
ON ON ON ON
ON ON UNKLD
UNKLD
LANDING
WING NOSE GEAR TEST
CABIN ALTITUDE CONTROL RUNWAY TURNOFF
L R
L R IND LTS
3
DIM BRT
OFF
OFF OFF
ON ON
VALVE
BOTH ENGINE
MANUAL AUTO RATE ON
OP
CLIMB
BLEED AIR
CL DESCEND MIN MAX ON
LDG ALT
AUTO INOP
126 MODE SELECT

AUTO 2
AUTO 1 MAN
2
CREW
COMM
establish
1
OXYGEN MASKS
and
REGULATORS
767v18222

MIKE RAY 2003
EMERGENCY DESCENT
QRC
ACTION ITEMS
IT IS HIGHLY DESIRABLE TO LEAVE

THE AUTOPILOT ENGAGED:
NOTE: DO NOT The reason is this. If the crew
SHUT OFF should become incapacitated and
AUTOTHROTTLE
lose consciousness momentarily,
the autopilot will continue the
descent and leveloff.
1
MCP ALTITUDE
10,000' if terrain
permits
3 HEADING
as required
2 2: FLCH push
5
IF STRUCTURAL INTEGRITY
IN DOUBT: LIMIT AIRSPEED 5: SET SPEED
and Vmo/Mmo
HIGH MANEUVERING LOADS
4
SPEED
BRAKE
"EXTEND"
7 TRANSPONDER
7700
6
THROTTLES
verify at
"IDLE"
8
ATC
(advise)
WHILE THESE ARE OFFICIALLY QRC ACTION

ITEMS and YOU MUST GO TO THE QRC.
I have included the rest of the procedure here
And I HIGHLY recommend that you treat it as MEMORY.
301
767v18223
MIKE RAY 2003
EMERGENCY DESCENT
CONTINUED FROM QRC
The way this EMERGENCY DESCENT evolution plays out is in three steps:
QRC (Getting set up for the dive),
STEPS 1-3: REFERENCE ACTION (Doing the High Dive), and
STEPS 4-7: APPROACHING LEVEL-OFF (Recovering from the Dive).
I have combined the last two sections onto one page because that is how it will
be played out in the actual maneuver.
2
PASSENGER
O2 SWITCH
PUSH
4 DESCENT RATE
1
MONITOR
CABIN SIGNS
ON
SET AIRSPEED
6
as desired
Set MCP SPEED to
290 KTS or less, this
will cause the nose to
8
EICAS come up and to
MESSAGES cushion the descent
"RECALL"
5
SPEED
BRAKE
"RETRACT"
FREQUENTLY
OVERLOOKED. Keep your
hand on the speedbrake
3
lever whenever you have it
ALTIMETERS
(@transition alt) deployed As a reminder.
SET
7
FLIGHT
ATTENDANTS
"NOTIFY"
767v18224
302 MIKE RAY 2003

EMERGENCY DESCENT
USE THE AUTO-PILOT, not only because it greatly simplifies the procedure but
the reasoning is that if the crew should become incapacitated, if properly set up,
the airplane will level off and continue to fly on its own until the crew revives.
QRC ACTION
The big criticisms of crews involves:
DONT
DO THIS !
Not starting down soon enough (Maximum 15 degrees)
Not getting the nose down far enough (12 to 15 degrees recommended)
Not going right to Vmo/Mmo
Going too fast in descent (getting overspeed warning)
GETTING RUSHED ... Do things very methodically!
CONSIDER:
DONT PUSH AUTOPILOT OFF SWITCH ON YOKE!
MEA a good choice
if you stay on airways,
1: MCP ALTITUDE ......................SET GRID MORA better
2: FLCH SWITCH ...................... PUSH for off airways vectors
3: HEADING ...................... as required
A turn "OFF AIRWAYS" is considered GOOD IDEA. It helps to
achieve the target pitch and lessens the possibility of a traffic
conflict with other aircraft. It is considered good form (of course) to
tell ATC what you are doing ASAP..
4: SPEED BRAKES .................................................................EXTEND
5: MCP SPEED KNOB.......................................................... Vmo/Mmo
IF STRUCTURAL INTEGRITY IN DOUBT:
Limit airspeed and avoid high maneuvering loads.
6: THROTTLES.................................................................... verify IDLE
Rapidly "jerking" the throttles to idle at high altitude "could" result in compressor stall.
7: TRANSPONDER........................................................................ 7700
8: ATC ........................................................................................ Advise
Since hitting the earth is the biggest threat to this procedure, requesting
"TERRAIN CLEARANCE VECTORS" may be an excellent idea.
REFERENCE ACTION ITEMS:

1: CABIN SIGNS ................................................................................ ON
2: PAX O2 SWITCH (if cabin alt > 14,000') ..................................... ON
Here's some Oxygen stuff:
- Chemical canisters that last 12 minutes
- Automatically deploy when cabin altitude above 14,000'
- NO SMOKING/FASTEN SEATBELT signs automatically ON at 10,000'
3: ALTIMETERS (transition level).................................................... SET
It is NOT a given that the ATC will offer the altimeter setting, particularly if you are out over
the North Atlantic somewhere. You may have to be creative (HF radio MET REPORT) or
latest weather at "nearby" station. If NOT offered ... ASK!! Check-guys LOVE this stuff.
APPROACHING LEVELOFF ALTITUDE:

4: DESCENT RATE ............................................................... MONITOR
Establish about 3000 FPM or LESS.
5: SPEED BRAKES.............................................(@ 10,000) RETRACT
On checklist, but be aware they are out. A frequently overlooked item!
6: MCP SPEED KNOB ......................... 290 KNOTS or less, if required
7: FLIGHT ATTENDANTS........................................................... NOTIFY
Advise the Flight Attendants (USE PA IF NECESSARY):
CABIN ALTITUDE,
WHEN THEY MAY LEAVE THEIR SEATS,
WHEN O2 MASKS CAN BE REMOVED.
303
767v18225
MIKE RAY 2003

DRIFTDOWN
(with ENG FAILURE and AIRPLANE ABOVE S/E ALTITUDE)
BE AWARE THAT THERE WILL BE "THREE" EMERGENCIES GOING ON AT THE SAME TIME:
ENGINE FAILURE, TOO HIGH to maintain altitude on ONE ENGINE, and RVSM
These procedures are set up to respond to an ENGINE FAILURE WITH AIRPLANE ABOVE SINGLE
ENGINE SERVICE CEILING. In other words, when you lose an engine at an altitude where the
airplane cannot stay on one engine, you MUST use this procedure or ... STALL, SPIN, CRASH,
BURN, DIE!
PROBLEM THREE:
Particularly where RVSM (Reduced Vertical Separation Minimums) are in effect, it is ESSENTIAL
that you start your turn OFF AIRWAYS ASAP so as not to violate the airspace below you (and HIT
ANOTHER AIRPLANE ... BAD IDEA!).
AUTOTHROTTLE HEADING
1
consider off MCP ALTITUDE
7
ARM SWITCH
OFF airways vector
of 90 degrees 4 SET TO S/E CRUISE
from CDU CRZ page
A/P ENGAGE
L C R
F/D F/D
ON ON
OFF
SEL 5 25
EPR V NAV DN
LOC
SEL BANK
AUTO LIMIT
OFF OFF
APP DISENGAGE
UP
TO
CLB 1 2
GA
5
TEMP SEL
MCP SPEED "FLCH"
6
CON CRZ
set 310/.81 push

initially
8 SET MAX THRUST

select "CON" and
SCREAM
"MAYDAY-MAYDAY"
on ATC, GUARD, and
2 set it manually
on operating
ENGINE
enroute frequencies.
TRIM
3 YOKE
LEVEL
767v18DRIFT1
304 MIKE RAY 2003

DRIFTDOWN
(with ENG FAILURE and AIRPLANE ABOVE S/E ALTITUDE)
This procedure ASSUMES that a single (or BOTH ...YIPE!!!) engine event has occurred and that the
airplane is unable to maintain the current altitude on a single engine. Another major aircarrier had a 747
try to stay at altitude and wound up doing a high dive ... NOT PRETTY! The problem arises because you
have to decide which is the most critical ... the single engine event, or the driftdown considerations. On
your checkride, you can bet that you will have to make a value judgement ... DO NOT DILLY-DALLY, and
DO NOT get focused on only one problem. Get both procedures done as expeditiously as possible.
1: AUTOTHROTTLE ARM SWITCH .................................................. OFF

It is important whenever operating this airplane on a single engine that the
autothrottles be disengaged on the MCP panel rather than using the disengage
buttons on the throttles. Also, automatic disengagement will occur whenever one of
the engines falls below 20 N2 (which is unlikely with the engine windmilling).
2: THRUST (on operating engine) .......................... MAX CONTINUOUS

In order to obtain the setting for Max Continuous, you have to reach up and select "CON" on
the TMA (Thrust Management Computer). This will cause the little carat on the EPR guage
(upper EICAS) to indicate the target setting. Then set the thrust " MANUALLY."
3: RUDDER ..................................................................................... TRIM

The technique is to "TRIM YOKE HORN LEVEL." Using the "ball" is NOT recommended.
4: MCP ALTITUDE .................................... SET DRIFTDOWN ALTITUDE

That figure can be obtained, of course, from the FLIGHT HANDBOOK ...
BUT a better place if from the CDU:
-
Select CLB/CRZ -
- -
Select ENG OUT prompt. .... This will give you BOTH - -
-
-
ENG OUT ALTITUDE and - -
- -
ENG OUT AIRSPEED
INIT RTE DES
CLB CRZ
REF
DIR DEP EXEC

LEGS HOLD PROG
INTC ARR
5: FLCH ............................................................... PUSH

FIX
D
PREV
A B C D E
NEXT M
S
PAGE PAGE S
P
Y F G H I J G
1 2 3
This opens up the speed window on the MCP at the indicated AIRSPEED. F
A
I
4 5 6
K
P
L
Q
M
R
N
S
O
T
O
F
S
T
L
7 8 9
U V W X Y
. 0 +/-
Z DEL CLR
5: MCP SPEED ............................................... SELECT

Now you can select the AIRSPEED depicted on the ENG OUT page.
7: HEADING ................................................................ AS REQUIRED

Depending on your location, a prompt heading change may be desirable. If, for example, you are in
RVSM airspace such as over the North Atlantic, it would make good sense to turn directly 90 degrees
off track before you have begun your descent. The floor of the MNPS is 27,5000', and you cannot
start your turn to your divert field without either a clearance or a descent below that floor .
Even when dometsic it makes sense to get off the airway before any significant change in altitude is
made without coordination with ATC.
8: ATC .................................................................................... ADVISE

YELL-SCREAM-HOLLER ... Yes, of course call ATC, but primarily get on whatever frequency you
are monitoring and tell all the other airplanes in your vicinity that you are doing something unusual.
Use GUARD frequency if appropriate.
767v18DRIFT2
MIKE RAY 2003

EVACUATION MEMORY
ITEMS
The Sequence is
NOT Mandatory
Airplane on Ground
4
OUTFLOW VALVE
(if required)
1: MODE SEL MAN
2: CLIMB to OPEN
5
EVAC SIGNAL CABIN ALTITUDE CONTROL
COMMAND SWITCH
VALVE MANUAL AUTO RATE
OP
CLIMB
as appropriate CL DESCEND MIN MAX
LDG ALT
AUTO INOP
EVAC 126 MODE SELECT

AUTO 2
PRESS TO TEST
AUTO 1 MAN
P
U
L HORN
L SHUTOFF
6 3 FIRE SHUTOFF
HANDLES:
OVERRIDE, PULL
7
IF FIRE, ROTATE
if both engines, rotate
in opposite directions
3
FUEL CONTROL
SWITCHES
8
"CUTOFF" COCKPIT
WINDOWS
OPEN
ESCAPE ROPE
2
PARKING
BRAKE
"SET" CAPT: GO TO
MID-CABIN
exercise overall
9
command
1
NOTIFY ATC F/O: GO TO
TOWER or FWD and OVRWING
GROUND EXITS
PERSONNEL
This procedure is intended to be used whether (A) Cabin Preparation has occurred or (B) the
evacuation has been started unannounced by either The Flight Attendants or The Captain. At United
Airlines, the policy is that The Flight Attendants may initiate an evacuation without the concurrence of
the Cockpit Flight Crew. If Preparation for Evacuation has been made in anticipation of a possible or
eminent evacuation, You CAN expect that The Flight Attendants WILL initiate an evacuation AS
SOON AS THEY THINK THE AIRCRAFT HAS STOPPED; UNLESS the Cockpit Crew directs
otherwise.
Each Cockpit Crewmember is expected to complete those items that they are normally assigned, but
they are also expected to be familiar with the duties of the other so that either crewmember can
accomplish all the required items. Once the airplane comes to a stop, however, the steps remaining
are to be completed by the Captain or the remaining functional pilot.
306
767v18228
MIKE RAY 2003

EVACUATION (for the left brained pilot)

1: NOTIFY TOWER / GRND CONTROL / GRND PERSONNEL / etc
2: PARKING BRAKE ....................................................................... SET
3: FUEL CONTROL SWITCHES .............................................. CUTOFF
4: OPEN OUTFLOW VALVE

The purpose for this is to ensure the OUTFLOW VALVE has depressurized the airplane so that
the doors can be opened; obviously, this "should" have occurred automatically. There are two
steps to this procedure:
1: MODE SELECTOR to MANUAL, and
2: ROTATE MANUAL CONTROL VALVE SELECTOR clockwide (CLIMB).
(VALVE POSITION INDICATOR's little arrow should be pointing UP)
5: INITIATE EVACUATION SIGNAL

It is ESSENTIAL that if NO EVACUATION is desired; BEFORE the airplane comes to a
complete stop, a transmission MUST be made to the cabin: such as "REMAIN SEATED ...
REMAIN SEATED ... etc" DO NOT use the words "DO NOT EVACUATE." If you delay until
after the airplane stops, you can expect the evacuation to be started without any input from you.
To initiate the EVAC ALARM, there are three steps:
1. Open Red Guard
2: Move Switch
3: Pull Horn Shutoff (after a couple blasts). This shuts off horn in cockpit only.
For information: The RED LIGHT will continue to flash, the HORNS will blow in the cabin, and
THE EMERGENCY LIGHTS throughout the airplane will stay on until ALL the EVAC
COMMAND SWITCHES in the airplane are returned to the OFF position.
6: PULL ALL THREE FIRE HANDLES

There are two ways to release the handles, both require two hands:
1. Depress the button under each handle separately, or
2: Depress the ENG/APU FIRE TEST button on the aft of the center console;
that will release all the handles simultaneously.
IF HANDLES LIT
3: PULL and ROTATE the two engine fire handles in opposite directions;
NOTE: IF there is a FIRE indicated in only one of the engines; then you will be expected to
discharge both bottles to that engine; That is, turn the handle one way, wait for the "ENG BTL
DISCH" light and then turn it the other way (leaving the other handle unturned).
7: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES

ASSESS the situation for SMOKE and FIRE before opening windows.
9: CREWMEMBER CABIN ASSIGNMENTS

When the Cockpit Crew gets to the cabin, the evacuation should already be in progress. The
assignments are:
CAPTAIN: After completing cockpit shutdown, go to MID-CABIN and exercise overall
command.
FIRST OFFICER: As soon as the airplane stops, open window, throw out rope, and go to the
cabin. Determine that all useable FORWARD AND OVERWING EXITS are OPEN. Leave airplane
and assist in assembling passengers outside.
767v18229
MIKE RAY 2003

767ver18002
308 MIKE RAY 2003

COLDand otherwise just plain lousy

WEATHER OPS
DELAYED
(INCREASED) VR
HOLDOVER
? CAN I TAKEOFF?
OPTIONAL V1
TIME ICING
CLUTTER 1-2-3
RULE
Do I NEED an WINDSHEAR
ALTERNATE?
MIKE RAY 2000
During the checkride, it is likely that you will be given a Cold

Weather scenario to resolve. There are certain items that you
will be required to demonstrate. Here are just some of the
things you will be required to ultimately know; however, if
you know this stuff, you will do just fine on the check...trust
me. Just remember that learning about weather is a lifelong
passion for a pilot. Nature is a hard teacher!
767v18255
MIKE RAY 2003

RECOGNITION OF ICING CONDITIONS

Official definition of "Icing Conditions:" Icing conditions exist when the
outside air temperature on the ground or after takeoff is ten degrees centigrade
(about fifty-one degrees fahrenheit) or below or when the Total Air Temperature in
flight is ten degrees centigrade or below and visible moisture in any form is present
such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals.
Icing conditions also exist on the ground and for takeoff when the outside air
temperature is ten degrees centigrade or about fifty one degrees fahrenheit or below
and operating on ramps, taxiways, or runways where surface snow, standing water,
or slush may be ingested by engines or freeze on engines, nacelles, or engine sensor
probes. The engine anti-ice must be ON during all ground and flight operations when
icing conditions exist or might exist except during climb and cruise when temperature
below minus forty degrees SAT; however engine anti-ice MUST BE ON before and
during descent in icing conditions including temperature below minus forty degrees
Here is what that said
IF temperature below 10C (about 50F)
AND VISIBLE MOISTURE PRESENT
THEN you need ENGINE ANTI-ICE
WHAT PILOTS SCREW UP:

They fail to recognize that the
ENGINE ANTI-ICE REQUIRED LIMIT
is at ~50 degrees F.
Thinking instead that
32 degrees F is the threshold.
A determination must then be made regarding the use of De-Icing

Fluid by either the CAPTAIN (predicated on visual inspection or
crystal ball) or GROUND PERSONNEL.
NOTE: It is OK to have up to 1/8" of frost
on the underside of the wing in the
vicinity of the fuel tanks.
767v18256
310 MIKE RAY 2003

AIRFRAME DE-ICING
Here are some points to consider re: FROZEN PRECIPATATION ON A/C:
1. GROUND PERSONNEL are responsible for
NOT dispatching with "ICE" on airframe.
2. CAPTAIN responsible for NOT taking off with "ICE."
IF deemed necessary; The airplane will be "DE-ICED." The Cockpit crew prepares the
airplane by using the detailed checklist in the additional procedures section.
After de-icing there are FOUR items that MUST be relayed to the crew:
NOTE: In order to "get in line
1. TYPE OF FLUID used with the rest of the world-wide
aviation community:" if you are
2. FLUID/WATER mixture percentage using CLASS 1 fluid, the ground
3. LOCAL TIME de-icing BEGAN. guy will NO LONGER pass the
4. CLEAN SURFACES verification. percentage to the cockpit.
Crew must then go to chart in FOM (ALL WX 93) and determine appropriate
HOLDOVER TIME. These times are intended as guidelines. In other words, when you
are number 169 for takeoff at ORD and your holdover time expires, it does NOT mean that
you must return to the De-icing facility and be re-shot. The FAA intends that the ONLY
requirement for takeoff is
... a VISUAL INSPECTION OF THE UPPER WING SURFACE
The visual check may be completed in one of two ways:
1. The Captain may request that the

MARSHALLER/PUSHBACK MECHANIC perform a visual check
or
2. The Captain may designate a CREWMEMBER to go to cabin
and observe the upper surface of the wings directly:
This observation is to be made from the following locations:
757: First windows AFT of DOOR 2 L/R

767 (200): Second windows FWD of MID-GALLEY
767-(300): Third windows FWD of MID LAV
Check is to be accomplished
within about 5 minutes of the expected take-off time.
767v18257
MIKE RAY 2003

THE KEY TO COLD WX OPS is to:

DETERMINE IF CLUTTER IS PRESENT
CLUTTER
What is CLUTTER anyway? Here is the OFFICIAL DEFINITION :
"Clutter, a form of runway contamination, is:

DRY SNOW of 1 inch or greater
STANDING WATER of 1/8 inch or greater"
further "Less than (the amounts listed in the definition above) are
not considered clutter and no weight or V speed adjustments
are required."
Stuff you
ALL REVERSERS
will need AUTO SPEED BRAKES
to have ANTI-SKID
in order ALL WHEEL BRAKES
NO TAILWIND
to takeoff USE CLUTTER SPEEDS
on cluttered MAX EPR
runway DO NOT USE OPTIONAL V1
MINIMUM RWY LENGTH
CLUTTER REQUIRES WEIGHT AND V SPEED ADJUSTMENTS.

Clutter is further broken down and classified as level 1 or level 2 and the
appropriate charts are in the "Performance and Procedures Manual."
HOWEVER,
SUSPENSION OF OPERATION limits are of
MOST interest to us here;that is: CAN WE TAKE OFF?
TAKEOFF
NOT SUSPEND OPERATIONS
PERMITTED (except in emergency)
SLUSH OVER 1/2" OVER 1/2"

WET SNOW OVER 1" OVER 2"
DRY SNOW OVER 4" OVER 6"
STANDING WATER OVER 1/2" OVER 1"
FOM ALL WX-14
CAPTAIN MAKES THE TAKE-OFF (ALL WX-30/FAR 121.438a)

The MOST IMPORTANT consideration in this whole thing is this:
"The CAPTAIN ... WILL determine the suitability of the runway."
767v18258
312 MIKE RAY 2003

OPTIONAL V1
When would I use OPTIONAL V1, anyway?"
"Accumulation of PACKED SNOW and ICE may ...

result in BRAKING ACTION LESS THAN GOOD."
FOM ALL WX-14
"The Optional V1 procedure provides a means of
increasing the stopping distance margin when
braking action is LESS THAN GOOD." Old T&R 12-9
to use Optional V1 there can be ..."NO CLUTTER

ON THE OPERATIONAL PORTION OF THE RUNWAY"
FLIGHT MANUAL 1-20
SO... the conclusion is that You MAY use OPTIONAL V1 when:
1. BRAKING ACTION less than GOOD, but

2. RUNWAY CLUTTER NOT on runway
NOTE: Set V1 anywhere between OPTIMUM V1 and ADJUSTED V1

(but never less than MINIMUM V1); However, you have to select a V1
PRIOR TO beginning Takeoff roll.
DELAYED (INCREASED) VR
When and why would I use DELAYED VR, anyway?"
Typically, this is a "WINDSHEAR" technique, and I recommend that if you are

given a "potential" windshear takeoff, that you use Increased VR. It also works
great when there is any possibility of degraded airplane performance during
take-off.
It works like this.
1. Determine the MAXIMUM ALLOWABLE TAKEOFF weight

2. Determine the VR for that weight (Use V speed flip chart)
3. Set bugs for ACTUAL WEIGHT VR
4. Use airspeed between the actual and the maximum VR as needed.
NOTE: In event of ABORT or ENG FAIL, use set bug speeds
NOTE: The BIG DEAL here is to notice the difference between Optional V1
and Delayed VR. Using "OPTIONAL V1" you MUST SET the V1 before
starting the takeoff roll, whereas when using the "DELAYED VR" you DO
NOT change the NORMAL bug settings.
313
767v18259
MIKE RAY 2003

ENGINE ANTI-ICE STUFF

Be aware that ice may still be in engines from previous inbound.
NOTE: If 30 minutes have gone by without a runup, Maintenance has to have a look. This
could result from a prolonged taxi inbound ... so runups are REQUIRED taxiing inbound.
Engines will ice up quicker with visible moisture present
Engine start procedures are the same and involve no particular concern.
(767-200 start lever to "RICH" initially when OAT below 0 degrees C)
After Engine start during cold weather, expect
L or R OIL FILTER EICAS MSG
Simply allow the oil temperature to increase
above 27 degrees C and the message should go away.
Only the cowl lip and the sensors are heated
AS SOON AS BOTH
engines are started,
THEN
turn ON ENGINE ANTI-ICE
NOTE: On 757, if anti-ice is turned on before second engine is started,
bleed air will be reduced for engine start; so WAIT UNTIL BOTH
ENGINES ARE STARTED before selecting engine anti-ice...
IF ... THEN awareness. If (on 757) you select anti-ice before second
engine is started, reduced bleed air pressure could precipitate a start
anomaly.
Here is the crux of the ENGINE ICING problem. The ice will probably form inside of
engine core along the part of the blades that are closest to the shaft. In order to get that ice
off (as that part of the engine IS NOT ANTI-ICED) we have to rely on "SLING SPEED."
On these engines, that sling speed is a very specific number and the ice will not shed until
that 50% N1 is reached ... PERIOD.
50/15 ENGINE RUNUPS

That is; during prolonged GROUND operations:
1. ADVANCE THRUST TO 50%N1 minimum

(one engine at a time, of course)
2. HOLD THERE MOMENTARILY
3. EVERY 15 MINUTES
So here is the way the simulator problem will be played out. You MUST reach at least
50%N1 or the simulator WILL remain iced.
Let me explain that for you:
IF ... If you do an engine run-up to an RPM
less than 50%N1 (say, 49%N1)
THEN ... the simulator will remain iced up;
SO, it is ESSENTIAL that during your run-ups you reach or exceed 50%N1.
767v18260
314 MIKE RAY 2003

DURING TAXI STUFF

Even though the air may be clear; snow and clutter on the taxiways and ramp may be
ingested and could cause engine and airframe icing problems.
DO NOT LOWER FLAPS

The reasoning here is that some ice or stuff can get lodged in the tracks and cracks and
when you raise the flaps, they could compress the ice and become jammed or non-
functioning.
So ... GUESS WHAT!
IF ... You lower the flaps during taxi out on taxiway with ice, snow, clutter, etc.
THEN ... After take off when you raise the flaps, you MAY HAVE A FLAP PROBLEM!
There is another Caveat here: THE CHECK LIST! You cannot do

the checklist until you lower the flaps just before taking the runway.
DO NOT FORGET!
If MICROBURST ALERT reported by ATC

DO NOT TAKE-OFF.
Be aware of pireps and plan accordingly. If Windshear is a factor, consider using the
DELAYED VR technique described earlier.
Don't forget to get tower clearance before 50/15 engine run-ups.
It is normally considered good form to make a PA announcement prior to the run-ups,

when you send someone back to look at the wings for icing, when you recycle the gear,
etc.
It is also considered good for some brownie points if in your initial Flight Attendant brief
at the beginning of the "flight" that you include a discussion about the run-ups, wing
inspection, and gear re-cycling.
ENGINE RUN-UP in position

on runway just prior to departure is HIGHLY RECOMMENED. Notify tower of
intention to take a delay in position for ENGINE runup.
BIG PROBLEM if you forget to release brakes. Just be aware
that the airplane may start slipping and
that taking off with the brakes set is a NO-NO.
Select radar on when in position on runway to assess take-off pathway.
767v18261
MIKE RAY 2003

AFTER TAKE-OFF CONSIDERATIONS
DO NOT TURN ON
WING ANTI_ICE
until after flap retraction
REASON: On the 767, if there should occur an engine failure shortly

after takeoff, the pneumatic bleed penalty would compromise engine
output and therefore could put you in the trees. Bad idea.
SYSTEM REVIEW: What actually happens is that when you select the
WING ANTI-ICE switch on the 767, it disables the HYDRAULIC ADP
(air driven pump) which makes retraction of the gear and flap retraction
slower. On the 757, this is not a problem; so, theoretically, you COULD
select the WING ANTI-ICE on the 757 and use it during take-off. Fleet
standardization dictates that the rule is applied to ALL 767 and 757s.
Consider
ENGINE IGNITION to "CONT"
If OAT temp less than 10 degrees C, and in clouds,

then place (ONE AT A TIME)
ENGINE ANTI-ICE ON
make RADAR ASSESSMENT

OF DEPARTURE PATH if necessary.
Don't forget to turn on Radar if not already on. It is best to request clearance from the
tower for a few minutes delay on the runway. This will not only earn you brownie
points from the instructor, but is the only way to operate the radar so it makes any
sense. You are trying to assess conditions along the departure path, and it requires
that the airplane be pointed along that path direction. If that is not the case, such as
you are waiting 90 degrees to the runway, make certain that you assess the
conditions using the radar pointed down the runway.
A commonly given simulator situation is a climb through a layer of turbulence or

icing. What they want to see you do is:
reduce speed below ROUGH AIRSPEED limit,
get a PIREP,
notify Flight Attendants and
execute an expedited climb using the auto flight.
One way to use the autoflight is to:
1: SPEED INTERVENE and SELECT A SLOWER SPEED

2: CLIMB PAGE of the CDU for MAX ANGLE SPEED.
3: Depress CON on the TMA if climb is to be prolonged.
316
767v18262
MIKE RAY 2003

HEAVY PRECIPITATION
AVOID
... but if ...
ENG START SEL ...................... CONT

AUTOTHROTTLES ......................OFF
THROTTLES ......... 50%N1 (minimum)
START DESCENT EARLY
with engines at 50%N1
for every 1000 feet, add one mile
LANDING and TAXI-IN STUFF

You should be prepared to
give a
BRAKING ACTION REPORT
anytime the phrase "NIL" or "FAIR" or "Braking Action Reports in
Effect" is used in the ATIS or TOWER verbiage.
It is desirable to use SPEED BRAKES and LANDING GEAR for drag devices in lieu
of FLAPS when in ICING CONDITIONS.
It is recommended to keep the FLAPS at 5 until approaching the FAF. This is to
reduce exposure to ICE BUILDUP on the FLAPS.
After landing, leave FLAPS at 20
DO NOT RAISE FLAPS

The reasoning here is that some ice or stuff can get lodged in the tracks and cracks
and when you raise the flaps, they could compress the ice and become jammed or
non-functioning.
DO ENGINE RUN-UP
if necessary
NOTE: If 30 minutes have gone by without a runup, Maintenance has
to have a look. This could result from a prolonged taxi inbound ...
so runups are REQUIRED taxiing inbound.
767v18263
MIKE RAY 2003

WI N DS HE AR
DEFINITION OF SEVERE WINDSHEAR:
A rapid change in wind direction or velocity that results in:

AIRSPEED CHANGES GREATER THAN
15 KTS
VERTICAL SPEED CHANGES GREATER THAN
500 FPM
Weather things to look for:

Local strong winds like: blowing dust, dust devils,
tornado like features, gusts
Heavy Precipitation
Temp/dew point spread about 30 to 50 degrees
Virga
Lightning If
wind change 20 knots + MICROBURST ALERT
PIREP of airspeed loss 15 + reported
MICROBURST ALERT on TDWR or LLWAS
Moisture aloft - very dry surface conditions
DO NOT TAKE-OFF.
The DEPARTURE PATH is defined as:

a corridor extending along the departure path for
3 miles from the airport
below 1000 feet AGL.
TAKE-OFF CONSIDERATIONS:
1: use MAX TO THRUST (instead of reduced)

2: use LONGEST RUNWAY AVAILABLE
3: use MAX FLAP SETTING (20 degrees if available)
4: use RAW DATA, GO TO 15 degrees if encountered
5: use DELAYED ROTATION
6: get PIREPS and TOWER REPORTS!
7: BRIEF and REVIEW PROCEDURES
8: If encountered during T/O and ABORT not practical,
ROTATE to 15 degrees no later than 2000 feet from end.
9. Consider NOT GOING RIGHT THEN, wait awhile!
If
LANDING CONSIDERATIONS: MICROBURST ALERT
reported
1: FLAP 30 DO NOT LAND.
2: corrected AIRSPEED up to 20 KTS
3: avoid LARGE THRUST MOVEMENTS
4: use AUTOPILOT
5: Stabilize approach no later than 5000 AGL 767v18263a
6. CONSIDER: "GET OUT OF THERE!"
318 MIKE RAY 2003

COLD WEATHER OPERATIONS

I want to draw your attention to Flight Handbook page 6-87. There
is a whole bunch of stuff for your information and edification. I have
extracted some of the more important items and list them below.
A grooved runway is considered dry when there is no standing

water or other clutter.
Reduced thrust take-offs may be made if the airplane has
been de-iced.
If the runway is wet but not (by definition) cluttered, consider
using a reduced V1 speed computed from the OPTIONAL V1-V
SPEEDS flow chart in the TAKEOFF chapter.
Consider using an increased VR to allow for any degradation
initial flight performance because of UNDETECTED airplane
contamination .
The use of anti-ice is considered by Dispatch in flight planning
for departure, based on forecast weather.
If braking action is NIL: "TAXI, TAKEOFF, and LANDING NOT
RECOMMENDED"
"Clutter, a form of runway contamination, is:

DRY SNOW of 1 inch or greater
STANDING WATER of 1/8 inch or greater"
further "Less than (the amounts listed in the definition above) are
not considered clutter and no weight or V speed adjustments
are required."
LIGHT MODERATE HEAVY
FREEZING RAIN OK NO-OP NO-OP
FREEZING DRIZZLE OK OK NO-OP
SNOW OK OK OK
ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)
767v18263b
MIKE RAY 2003

767ver18002
320 MIKE RAY 2003

LIMITS
ONLY those underlined numbers you gotta MEMORIZE ...
OMIGOSH! MAYBE I
Can look
it up ...
JUST WHAT
WAS THAT
LIMIT,
AGAIN ?
REVIEW - REVIEW - REVIEW
ALERT !!!
This whole concept of gray bar or underlined limits is about to be
thrown out the window. I dont know what they will replace it with,
but for now ... until one of you guys out there tells me different ...
here are the limits. I strongly suspect that whatever they do, they
will still expect you to know these items as a minimum.
767v18237
MIKE RAY 2003

THE WEIGHTS
(structural weight limit)
757 767 767 767

(200) (322) (300-ER)
TAXI 241.0 321.4 361.0 408.4

TAKE 240.0 320.0 360.0 407.0
OFF
LAND 198.0 272.0 300.0 320.0
ZFW 184.0 250.0 278.0 288.0
If there were one page I would review just before I went into the ORAL, it would be this page .
It seems to me that the Check AirPersons have some sort of fascination with this particular set
of numbers. I don't think I can remember an ORAL that was not peppered with questions
about these weights.
PRACTICE - REVIEW - RECALL
THE WEIGHTS
(structural weight limit)
757 767 767 767

(200) (322) (300-ER)
TAXI
TAKE
OFF
LAND
ZFW
767v18238
322 MIKE RAY 2003

FLAP SPEEDS
MAXIMUM UA LIMIT for FLAP SPEEDS
(Vfe-10 KTS)
MEMORY FLAPS
ITEM 1 5 15 20 25 30
757, 767-200 230 210 200 185 180 152
767-300 240 220 200 200 170 160
DO NOT EXCEED THESE UA LIMITS for any flap setting;
however, remember that you have a 10 KT slush and if you must,
you are allowed to use it.
NOT REQUIRED MEMORY ITEMS, BUT ...

MAXIMUM FLAP/SLATS EXTENDED SPEEDS
(Vfe KTS)
FLAPS
1 5 15 20 25 30
757, 767-200 240 220 210 195 190 162
767-300 250 230 210 210 180 170
If these speeds are exceeded, a logbook write-up is REQUIRED. The
airplane must be inspected by maintenance before further flight is allowed.
DISCUSSION: Because there have been frequent actuation of the over-

speed warnings with the required write-up and subsequent required
maintenance inspections, the company has decided to impose a 10 knot
penalty on the actual aircraft operational flap speeds. This means that
we, as pilots, will have to be more diligent in operating the jet in the
terminal areas. It imposes a penalty on the energy management
problem, particularly when in the terminal areas. Liberal use of the speed
brake (while outside the FAF) is strongly encouraged.
Other tools for slowing down are to consider extending the landing gear
early as a drag device.
The problem is that a challenging HIGH and FAST situation can result
from applying drag configurations too late in the approach evolution.
IT AINT NO SIN TO DRAG IT IN ! 767v18252a
MIKE RAY 2003

ROUGH AIRSPEEDS
290 K / .78 mach

15,000 FEET MSL
250 K
OXYGEN
CREW SYSTEM
757 *
MINIMUMS at 70 degrees F (21 degrees)
767 non-ER 767 ER

1000 PSI 1000 PSI 1200 PSI
+4 psi/1 degree +3 psi/1 degree +5 psi/1 degree
above 21 C above 21 C above 21 C
-2 psi/1 degree -1 psi/1 degree -2 psi/1 degree
below 21 C below 21 C below 21 C
4/2 3/1 5/2

* 757 with second junpseat:
1160 PSI OK to subtract 160 psi from minimum

refill press for each empty observer seat
FYI: WALK-AROUND BOTTLES ALL HAVE A 1600 psi MINIMUM.
324 MIKE RAY 2003

AUTOLAND WIND LIMITS

25 K
25 K 15 K
CAT II/III
10 K
NOTE 1: A point to make here is that these limits apply to ALL
LANDINGS in minimums below CAT I. That is:
RVR LESS THAN 1800
NOTE 2: If the RUDDER RATIO LIMITER inop, autoland is not
allowed and crosswind is limited to 15 knots.
NORMAL
WIND LIMITS
MAX DEMONSTRATED
X-WIND T/O and LAND
757: 30 KTS
767 (200): 29 KTS
767 (300): 33 KTS 10 K
* NOTE: These crosswind numbers are demonstrated only. I think that

means that if you are flying a normal garden variety approach into a place
like San Jose, Costa Rica or diverting into Keflavik, Iceland; where
crosswinds are likely to exceed these numbers; I dont think that they are to
be treated as absolutes. In fact, Boeing actually has issued official NEW
DEMONSTRATED numbers of 42 knots, and I have heard (urban legend no
doubt) of a 757 landing single engine in over 50 KTS crosswind.. Nuff said.
325
767v18240
MIKE RAY 2003

USE OF FMCS
DURING APPROACH
NOTE: I do not quite know what to do with the recent change to the Flight Handbook which
stated that during an approach, one of the pilots MUST have the HSI in RAW DATA mode.
While that requirement was subsequently removed, it does make the distance indication in the
upper left corner of the selecting pilots HSI show the DME distance to the facility instead of
How can anything so simple

the next waypoint, keep that in mind. That may be a useful tool during the approach.
be made so difficult
EITHER PILOT MUST monitor these required primary
radio nav aid(s) no later than the FAF inbound
ILS/LOC G/S and /or LOC on ADI

a real SIDEBAR
appropriate DME source

XXX/DME (RDMI or HSI display)
NDB ADF pointer (RDMI or HSI display)
VOR course deviation indicator

VOR (HSI VOR mode)
!
TE
What this says is this:
The ONLY approach

NO
REQUIRING the PILOTS to use the HSI

is the VOR.
Every other approach in the 757 repertoire MAY use the ADI ONLY.
The only tricky thing here is the XXX/DME reference. Let me interpret that for you.
If you are going to fly an approach that has the word "DME" in the title,
(such as DENVER,COLO 11B-3 ILS DME Rwy 35R)then either PNF or PF
MUST fly the approach with the HSI in the ILS mode, further ...
If the approach "REQUIRES" in the note box the use of the DME
(such as DENVER, COLO 11B-9 ILS RWY 25)then the PNF or PF MUST
use the ILS/VOR on the HSI.
The reason is this: The ILS DME will only indicate the DME distance (in the upper window
of the RDMI or the upper left corner of the selecting pilots HSI) if one of the pilots has the
HSI mode selector in the ILS/VOR position.
Incredible!
767v18241
326 MIKE RAY 2003

MINIMUM ALTITUDE
with
AUTOPILOT ENGAGED
AFTER TAKEOFF
SINGLE AUTOPILOT
VISUAL APPROACH 1200 FT AGL
with NO CHARTED
PROCEDURE BACKUP
... ON APPROACH
single autopilot, of course
50 FEET BELOW DA/MDA
50 FEET ABOVE AGL
It should be obvious that during AUTOLAND evolutions, using the autopilot for
landing is, of course, required and does not negate these limitations.
ALERT-ALERT-ALERT !!!
This is a reminder that UNTIL FURTHER NOTICE all SINGLE
ENGINE MISSED APPROACHES INITIATED BELOW 1200
FEET ARE REQUIRED TO BE MANUAL (HAND FLOWN).
MIKE RAY 2003

ENGINE GROUND START

TEMP LIMITS
757 767 767 767
(200) (300-52K) (300-60K))
485 C 535 C 535 C 535 C
ALERT !!! ALERT !!! ALERT !!!

Starter limit temperature limits are about to change. This is to reflect a more realistic
upper limit for the engine operations, particularly on the 767-200 engines. There is
no significant change to the start procedure, however, the limits have changed. The
BAD news is ... I dont know what they are going to be changed to. So take a pen
and write over the ghosted old limits with the new values from your course material.
STARTER LIMITS
MAX CONT
ENGAGEMENT: 15 MINUTES
ONLY Allowed 2 attempts to start, then contact MAINT

N2 MUST BE "ZERO"
between start attempts
MOTORING
(fuel control switch OFF) COOL
EQUAL to or Less than 5 minutes 0% N2
5 min to 10 min. COOL 10 MIN
more than 10 min COOL 15 MIN
328
767v18243
MIKE RAY 2003
OIL QUANTITY
BOTH 757 and 767
19 QTS
On some occasions, you may encounter oil quantity indications
significantly below these limits after engine start or also during the
cruise portion of the flight. While a call to SAMC (Enroute Maintenance)
may allay any concern and would certainly be a good idea; but be aware
that the numbers shown above apply to a pre-start situation at the
blocks, after the engine has been shut down for at least 30 minutes.
NOTE: An inflight "relight" may be attempted
even if the OIL QUANTITY indicates "ZERO."
maximum
FLAP EXTENDED
altitude
20,000 feet
767v18244
MIKE RAY 2003

the
"20/34
RULE
EQUIPMENT COOLING
on
757
IF
GROUND OPERATION
ELECTRICALLY POWERED
MORE THAN 20 MINUTES
TEMP ABOVE 34 degrees c
then
...need some cooling using

chart on page 4-12 using
A/C PACK(s)
or
EQUIV. GRND COOLING
or
A/C DOORS OPEN
NOTE: 34 degrees C is about 94 degrees F.
330 MIKE RAY 2003

ENGINE ANTI-ICE STUFF

What are ICING CONDITIONS ?
ICING CONDITIONS EXIST
when
OAT on GROUND / TAKEOFF
is
10 degrees C (50 degrees F) OR BELOW
or when
TAT IN FLIGHT
is
l details
10 degrees C or BELOW
nica
and
ech
VISIBLE MOISTURE in any form is present
e t such as
Th
CLOUDS, FOG with VISIBILITY of ONE MILE or LESS,
RAIN, SNOW, SLEET, and ICE CRYSTALS.
ICING CONDITIONS ALSO EXIST

on the GROUND and FOR TAKEOFF
when
OAT is 10 degrees C (50 degrees F) or BELOW
and
OPERATING on RAMPS, TAXIWAYS, or RUNWAYS
where
SURFACE SNOW, STANDING WATER, or SLUSH
may
... h
be INGESTED BY ENGINES or FREEZE

ON ENGINES, NACELLES, or ENGINE SENSOR PROBES.
ere
's w
ha
th
at s
t
aid
IF 10(about
degrees C
51 degrees F)
AND VISIBLE MOISTURE

THEN You need ANTI-ICE !
What pilots screw up: They fail to realize
that ANTI-ICE IS REQUIRED at 50 degrees F;
thinking instead that 32 degrees F is threshold.
767v18246
MIKE RAY 2003

767-200
ENGINE ANTI ICE MUST be TURNED ON
when PENETRATING or OPERATING

in ICING CONDITIONS INFLIGHT,
Minimum N1 RPM
45% N1
10,000 feet
40% N1
Except as REQUIRED for LANDING
FUEL TEMPERATURE
LIMITS
MIN MAX
- 37 C + 49 C
NOTE: When you are operating in foreign countries,
particularly crossing the Atlantic, you will be using
different fuel mixtures. Be aware that they have
different minimum temperatures.
For example, JP5 is -43C and JET A-1 Is -44C.
An additional limitation on the 767-300 is -40C
767v18247
(minimum fuel temp prior to takeoff).
332 MIKE RAY 2003

FUEL IMBALANCE
Exceeding this limit may illuminate the
FUEL CONFIG light and EICAS MSG.
1500 pounds
BETWEEN LEFT and RIGHT MAIN TANKS
767 ONLY
Minimum fuel required to
operate center tank pumps
BEFORE ENGINE START 5000
DO NOT OPERATE THE CENTER TANK FUEL
PUMPS IF THE CENTER FUEL IS LESS THAN
INFLIGHT
1 000
Here are some numbers that are NOT "required" but can save a lot of embarrassment.
Imagine during flight planning that you request more fuel than the airplane can hold. Don't
laugh, IT HAPPENS. I think therefore, these are more important numbers than the
"LIMITS," above.
USABLE FUEL LOAD
MAIN CENTER TOTAL
757 15,450 49,160 80,060
767-200 43,097 32,376 118,570
767-300 43,097 85,200 171,394
NOTE: I dont know how this was done, but there has been a significant change in the
amount of fuel these airplanes can hold Without any physical changes to the fuel
tanks. How did they do that? So, you old-timers take a look at these NEW numbers.
767v18249
MIKE RAY 2003

DOOR MOUNTED
ESCAPE SLIDES
ALL MAIN DOOR
evacuation slide systems must be
ARMED
and engagement of
GIRT BAR with DOOR SILL
verified
prior to
PUSHBACK, TAXI,
TAKE-OFF, and LANDING
whenever
PASSENGERS ARE CARRIED.
(for FERRY FLIGHTS see additionals)
The Flight Crew shall not BLANK

THE ENG VIBRATION DISPLAY
during
TAKEOFF
I think they are trying to say that the LOWER EICAS CRT should be
indicating engine instruments rather than on status. DUH! I don't know of
any "VIBRATION" limits and can't evaluate the information anyway.
767v18250
334 MIKE RAY 2003

ABOVE
e grees NO
73 d R
TH
0d T H
6
eg rees SOU
BELOW
NO IFR or NIGHT
when
AIRPORT NAV AIDS
referenced to
MAGNETIC NORTH
This restriction has something to do with the way that OUR database is
constructed and has nothing to do with the Bermuda Triangle or Flying Saucers
or the magnetic pull of the moon.
767v18251
MIKE RAY 2003

REVERSE THRUST
use
PROHIBITED:
IN-FLIGHT
POWER BACK
REVERSE THRUST
at 80 KNOTS
REDUCE THRUST SO AS TO
BE AT IDLE THRUST BY 60 KNOTS
For some reason, this is no longer considered recall, even though I have
to believe that it is still a limit of some importance. So, because you will
be required to exercise this restriction after every landing, I am adding it
to the list here, of course I have no authority to do this, but ...hey!
336
767v18252
MIKE RAY 2003

MAXIMUM ALTITUDES
757 42,000 FEET
767 43,100 FEET
Associated with these altitudes are OXYGEN CONSIDERATIONS. I can almost

guarantee that this is a potential ORAL question. You will be required to know this
and PRACTICE it:
1. CABIN Altitude above 10,000',

BOTH PILOTS required to use Oxygen.
2. When A/C flying ABOVE Flight Level 250,
when one pilot leaves her(his) station;
the other pilot will put on the mask, AND
Puts MIC switch in MASK BEFORE
the other pilot leaves their station..
3. When A/C flying ABOVE Flight Level 410,
AT ALL TIMES one of the pilots
(preferably the co-pilot, of course) will wear the Oxygen Mask.
FOM OI-25
Just as a note: I have heard of several cases where FAA Observers have actually
issued fines and reprimands for pilots caught violating this rule. Be Alert!
767v18253
MIKE RAY 2003

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767 Checkride

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INTENTIONAL LEFT BANK

CONSTANT DESCENT APPROACH PROCEDURES

. . . but, of course, it goes without saying, that the final word on

THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE

...an additional note: This material is intended to be

A friend once told me:

(C) MIKE RAY 2000

I have also observed (having survived flying airplanes and taking

What is desperately needed is a

The ADI (Attitude Director Indicator)

etc., etc., etc., ad nauseum ...

(C) MIKE RAY 2001

COCKPIT LAYOUT DIAGRAMS 16

NON-PRECISION APPROACHs 165

14 MIKE RAY 2003

W hen a new pilot first starts learning about the 757-767,

What and where is all this

I am always amazed at the flight training materials,

So, here is a little guide to help in finding some that

MIKE RAY 2003

16 MIKE RAY 2003

The initial complexity of

STAB AUTO MACH

ALIGN ALIGN ALIGN

individuals who are

seeing all this stuff for

CABIN CALL GND

AUTO INOP INOP

the first time.

In order to reduce the

going to break out the

5 overhead panels and

OFF OFF AUTO 2 BLEED BLEED

14.9 6.7 14.9

panel will get its own

page. I am telling you

this because I dont

want you to get

confused and think that

the following 5 panels

are somehow separate

from the overhead

FOURTH OVERHEAD PANEL

MIKE RAY 2003

The IRSs (sometimes referred to as the IRUs) form the very

DC FAIL DC FAIL DC FAIL

If the LOW PRESSURE light is not indicating in the

PRESS PRESS PRESS PRESS HYDRAULIC POWER

PRESS PRESS There are three independent hydraulic systems.

18 MIKE RAY 2003

STAB AUTO MACH

Activation causes a flashing red light and piercing horn at all

BATTERY AND STANDBY

The battery and standby power system provide power

UTILITY BUS CONTROL PANEL

The electrical system is divided into two separate,

AUTO AUTO isolated channels. Paralleling of the generators IS NOT

The APU can operate up to

MIKE RAY 2003

ENGINE START and GND: Used to start the

The FUEL TEMP

PANEL indicator is from the

14.9 6.7 14.9

MIKE RAY 2003