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YVR-SFO CYVR-KSFO

LDS001 ~ Golden Gate Run

Contents
Introduction ..................................... 3 The Level-D Team .......................... 3 Maintenance & Set-up .................... 4, 5 Conguration Manager ................... 6 Creating a Cold & Dark le ............. 6 LDS767 CYVR-KSFO Tutorial Flight Deck Preparation .................. 7-11 Flight Management Computer ........ 8 Before Starting Engines.................. 12 Starting Engines ............................. 12, 13 After Start ....................................... 13 Before Takeoff................................. 13 Takeoff ............................................ 14, 15 Climb & Cruise ................................ 15-18 FMC (II): Runway 28R .................... 16 FMC (III): The Arrival ...................... 17 MAP: Missed Approach .................. 18 Descent .......................................... 19 Approach ........................................ 20 Landing ........................................... 21 After Landing .................................. 21 Shutdown........................................ 21 Appendix a. Beta Bonus Page I ................. 22 b. Beta Bonus Page II ................ 23 c. Checklist ................................. 24 d. Flight Plan LBS ....................... 25 e. FSBUILD Glossary ................. 26 f. Flight Plan KGS ....................... 27 g. CYVR Charts .......................... 28, 29 h. KSFO Charts .......................... 30-32 i. Panel Diagrams ....................... 33, 34 j. Resources ................................ 35
Files included with this DOWNLOADED DOCUMENT LDS767 route le: CYVRKSFO.rte

LDS 767-300ER

LDS767 Tutorial Flight 001. Version 2.00. 06/02/2005

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elcome to Level-D Simulations 767-300ER Flight 001 (Version 2) from Vancouver to San Francisco, brought to you by members of the beta team. We are not professional pilots: we are ightsimmers, just like you (most likely). Some of our technical advisors (real world 767 pilots) have read through this document, and they are satisied with the information we have provided. They arent going to let any of us y their real 67 just yet, but they havent said no to our request for dead-heading for a week... (we wish). This expanded and updated version of the tutorial will provide new and intermediate users with general guidelines to effectively y the Level-D 767. This is not the denitive guide: that document would encompass several thousand pages, and enlist the user to devote thousands of hours of study. The Level-D 767-300 does not simulate all functions or offer every airline specic option: that ight simulator add-on has never been built (and would likely cost a good deal more than what the Level-D product retails for). It is also important to note that no two airlines operate their aircraft in the same manner. Each airline adopts SOPs (standard operating procedures) for the aircraft in their eet. While your airline may operate with different standards than those set forth, we have chosen to adopt a mix of standards to ensure the safe operation of the LDS767. We suggest that you print this document and complete the sections in chronological order. Save a situation le after each completed section so that you may review any given tutorial section at a later date. When reloading the saved situation les, you may encounter a hiccup or two, but within a short time (say 20 seconds), the aircraft should return to stable ight. Our ight will utilize the LDS767s Expanded Checklist included with the manual for its structure, and is intended as a step-by-step guide to assist the novice and intermediate LDS767 pilot. The Level-D 767 is a complex simulation. It will take you many hours to master all aspects of the aircraft. Dont get discouraged by the complexity of the simulation - follow along, step by step (pause the sim if you have to), but stick at it. The reward is in the journey and not the accomplishment of the task. While this tutorial serves a useful purpose, we recommend that you read the manual in its entirety to gain a deeper understanding of the LDS767. Enjoy the ight from Vancouver to San Francisco: we know that you will feel a great sense of satisfaction aboard Level-Ds 767 Flight 001. The LDS Beta Team LEVEL-D SIMULATIONS
Main Development Wade Chafe Laurent Crenier Pedro Sousa (FMC) Aircraft Visual Model Yutaka Mitsushi Technical Advisors David Barrington (B767 Captain) Eric Ernst (B767 First Ofcer) Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain) Sean Trestrail (B767/A330 Captain) Testing Haroon Anwar Jason Barlow Dean Barry Mike Bevington Bill Van Caulart Dennis Di Franco Robert Hall Lee Hetherington Bob Klemm Todd Legon Mark McGrath Ian Mitchell Mike Murphy Tero Partanen Daryl Shuttleworth Harv Stein -3 Special Thanks Ian (aircraft systems) Mike Bevington (ftp server) Dennis Di Franco (ftp server & pdf formatting) Ron Freimuth (ight modelling advice) Lee Hetherington (TCAS Logic module) Mark McGrath (Weight & Balance) Ian Mitchell (PROCIO Utility) Tero Partanen (video recording & real simulator sessions) Richard Stefan (Navdata) Fraser Turner (thrust reverser and wing ex code)

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

Maintenance & Set-up

In this section we will set up the les, program, aircraft, and simulator, so that we are all working with the same settings. Please read and follow these directions carefully. 1a. Download and install the current Level-D 767 AIRAC data le available from http://www.navdata.at. Install into the Level-D Simulations\navdata folder. 1b. Create a Cold & Dark situation le called Cold & Dark. See page 6 to learn more about how to build a Cold & Dark situation le. 1c. Aircraft livery is available from many locations on the internet as well as http://leveldsim.com. Use the LDS Repaint Manager (on the Desktop) to install the livery into FS. 1d. FSUIPC. You will need this le. Download the current version from http://www.schiratti.com/dowson.html The registered (payware) FSUIPC module by Pete Dowson is not essential, but it will offer more options. 1e. FMC Flight Plan. Copy the included le (KSFOCYVR.rte) to the default ...\Level-D Simulations\navdata\Flightplans folder. 2a. Open the LDS 767 Conguration Manager (default installed to your Desktop) Choose from these options: Aircraft Visual Model > Include Virtual Cockpit > VC with Wing Views & VC Window Reections > No Virtual Cockpit > Option: Check to use High Resolution VC Gauges Basic Aircraft Conguration >Long Haul Flight Load Type > Random Choose Cargo Load > Load 48,200 lbs (21,907 kg) (Cargo / Passengers) Choose Passenger Load to return to the main screen and click on the Proposed Fuel minus button to propose 35,000 lbs (15,876 kg) of fuel for the ight. We will manually load the fuel into the aircraft later, but 35,000 is close enough to get the trim setting. Conguration Manager Tutorial, pg. 6. Conrm & Note settings for later use in FMC ZFW approx. 245,200 (111,266 KG) %MAC 22% / 2.6 Takeoff Weight 280,202 (127,141 KG) Save Settings & Exit the Conguration Manager.

Main Screen Passenger Load

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Sub-screen Cargo Load

2b. View/Print the le (767LoadSheet.txt) from the default ...\Aircraft\LVLD_B763 folder

CYVR-KSFO Level-D Sims 767-300ER Load Sheet Dry Operating Weight Passenger Passenger Passenger Passenger Cargo Cargo Cargo Cargo Cargo Hold Hold Hold Hold Hold Zone Zone Zone Zone 1 2 3 4 5 A B C D 197000 lbs (89359 kgs) 1848 9744 8568 8568 4175 5166 4998 3700 1491 lbs lbs lbs lbs lbs lbs lbs lbs lbs (838 kgs) (4420 kgs) (3886 kgs) (3886 kgs) (1894 kgs) (2343 kgs) (2267 kgs) (1678 kgs) (676 kgs)

4. Aircraft Settings. The panel will load with the engines running. Now, lets set the ightdeck and aircraft up so were all working from the same page. From the LEVEL-D menu, choose: a. PANEL > Import panel data from a ight... Available Flights > Choose Cold & Dark Import > OK b. SETTINGS > Realism & Carrier Options Carrier options Standard-style EADI Dual cue Flight Director Climb Thrust Derate Washout > None Conrm X AFDS automatic multi-channel X GPWS altitude callouts X EADI Displays A/T ag X Airspeed BUGS option Realism Conrm X Battery discharge X Electric load shedding X Engines damage X Realistic fuel feed Automatic door opening IRS position drift IRS needs position entry IRS real align duration X Autoland restrictions X Failures repaired by ground crew X FMC tunes ILS Load realism options with ights c. SETTINGS > Preferences Level-D Panel Level-D Gauge Sounds > 50% Level-D Voices > 80% Enable/Disable Voices for the Captain, First Ofcer, Flight Attendant, and Ground Personnel youd like to utilize for the ight.
NOTE: Make sure the PA Audio from the Pedestal is ON to hear the voices in ight.

ALTERNATE: choose one of the downloaded situation les.

Zero Fuel Weight Proposed Takeoff Fuel Takeoff Weight Takeoff %MAC Takeoff Trim

245258 lbs (111248 kgs) 35000 lbs (15876 kgs) 280258 lbs (127124 kgs) 22% 2.6

3. Start Flight Simulator. To maximize the LDS767 experience, take the time now to set up the various FS & Level-D menu(s). From FS9 Start-up screen, choose: a. SETTINGS General > DESELECT Pause on Task Switch Sounds > Engines 50% Cockpit 30% Environment 50% Navigation 10% Lessons 80% ATC 80% International > U.S. System b. CREATE A FLIGHT Selected Aircraft > Level-D Simulations > 763ER or 763ER DXT3

DXT3 textures load quicker: use less system resources.

Selected Airport > CYVR, Vancouver Intl Gate > Gate 32 Fuel & Payload > 35476 (15876 kgs) (43%, 1%, 43%) c. Press FLY NOW!

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Conguration Manager

Creating a Cold & Dark Situation le

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

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

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

2. Select the type of ight: Empty, Short Haul, Long Haul. 3. Select Load type: Empty, Random or Full. Click on one of diagrams depicting seating preferences. 4. Choose your load of cargo. Click on the Cargo Load button. This will bring up the cargo page. You can raise and lower the amounts of cargo in the cargo holds. Click on the Passenger Load button to RETURN to the main page. 5. Propose the amount of fuel you will need for your planned ight. Press on the MINUS or PLUS buttons to raise and lower the fuel. The proposed amount will not be placed into the aircraft.cfg le - you will still have to manually load the fuel once the ight simulator loads. Setting fuel load returns %MAC and CG for TO trim and allows proper weight/balance calculations. The Conguration Manager will display incorrect weights in red. Do not exceeds these limits: Max Takeoff Weight 408000 lbs 185454 kg Max Zero Fuel Weight 288000 lbs 130909 kg 6. Note these numbers. Remember: The conguration manager records the ZFW and Takeoff Weight within the aircraft.cfg. It it does not record the fuel amount. 7. Save the settings. A loadsheet text le will be generated with this information - it is named 767loadsheet. txt and is saved to the Aircraft>LVLD_763 folder. 8. Exit the Conguration Manager.
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2. Shut down the aircraft. Follow the Shutdown & Complete Shutdown Checklist(s) on page 21 of this tutorial. Once youre satised with the panel state... 3. Save the ight. ALT+F, Save Flight, or use the semicolon key < ; >. The Save Flight dialog will appear. Save the Title of Flight as Cold & Dark. Choose OK. Thats it. The le has been saved, and the NEXT TIME you go ying... 1. From the CREATE A FLIGHT screen/menu set the aircraft, exact location, weather, time & season, fuel, etc. Choose Fly Now! After the simulator loads (with the engines will be running)... 2. From the LEVEL-D menu select PANEL--->IMPORT PANEL DATA FROM A FLIGHT, and select the Cold & Dark le. 3. Choose IMPORT and press OK. 4. The panel (and aircraft) will revert to a cold and dark state (the exact settings you have saved), and you can begin your workday just like the professionals do.

Flight Deck Preparation

Okay, lets get this bird powered up and ready to rock and roll. We will use the Normal Procedures & Checklist as our guide for this tutorial, which is written with the ow concept. It is available in the Level-D Simulations 767-300 Operating Manual. Before we get to the ow, our rst order of business is to get the power on, and allow the IRUs to ALIGN. So, open up the OVERHEAD PANEL <SHIFT><5> or OVHD button and begin the...

PreFlight

Battery Switch .............................. ON Standby Power Selector .............. AUTO APU GEN switch ........................... Pushed IN Bus Tie Switches .......................... AUTO Utility Bus Switches ..................... ON GEN CONT Switches ................... Pushed IN External Power ............................. Establish

Two left sections of the Overhead Panel are depicted below. The aircraft is being powered by the APU and the IRUs are aligning. Note the position of the switches on the Hydraulic Panel.

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

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

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

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

Real align time is ten minutes.

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

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

For this tutorial this is not necessary. Should you wish to enter the coordinates for the FMC, see page 74 of the Level-D Operating Manual.

The Cockpit Preparation ow starts with the upper left hand corner of the overhead panel <SHIFT><5>. Each overhead panel system is checked in an downward ow beginning at the top of each overhead panel column. After the overhead is checked, the ight instruments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS screens to preight the pedestal systems.

Overhead Preparation

Yaw Damper Switches.................. ON EEC Switches ................................ ON

Check to make sure both switches are ON. These switches are always left ON. Check to make sure both switches are ON. These switches are always left ON Primary engine pumps switches ON. Primary electric and all demand pump switches OFF. Check for normal indications (ex. Door lights).

Hydraulic Panel ............................. Check Overhead Cautions ....................... Check HF Radio ........................................ OFF Battery Switch ............................... ON Standby Power Selector .............. AUTO Electrical Panel ............................. Check

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

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

Listen for test tone.

Start the APU (if necessary) or establish external power.

Flight Managment System (FMS)

The Flight Management System allows the pilot to manage the aircrafts vertical and lateral paths automatically. It also provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consumption, and power settings. The FMS subsystems include: Two Flight Management Computers (FMC), a Control Display Unit (CDU), the AFDS MCP, and the EHSI. The FMCs provide for aircraft position calculation, performance management, and three dimensional navigation based on data input and information received from supporting systems. The CDU is the main pilot interface to access and control information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the operations commanded by the FMC. The EHSI displays a map of information generated by the FMC. Control Display Unit (CDU) The CDU is the main pilot interface for control of the Flight Management Computer. The CDU is often times referred to as the FMC since the FMC is not a visible component of the ight deck. Therefore, references to FMC data input in this text refer specically to the use of the CDU. Due to space constraints, the CDU is located on a sub panel which can be displayed by pressing the FMC button on the main panel or by using the keyboard combination <shift><7>. When operating in the virtual cockpit, clicking on the CDU with the mouse brings up the FMC sub panel. The CDU consists of a CRT screen, line select keys (LSK), function keys (FK), and data entry keys. The LSKs along the sides of the CDU line up with data lines on the CRT and are used to select and input data on the screen. The FKs are used to cycle through the pages of data contained in the FMC. The data entry keys are used to input data onto the scratch pad at the bottom of the CRT screen. Selection of an LSK when data exists in the scratchpad transfers the data into the data line abeam the LSK. To clear all data entered into the scratchpad, press and hold the CLR button. Individual presses of the CLR button clears single characters from the scratchpad. Okay, time to get to the heart of the matter: crack open the FMC and lets get programming. Though we have tried to address all aspects of the FMC data entry, some anomalies may occur (human nature being what it is, some of you may decide to take some short cuts). Should FMC messages appear that are not explicitely stated, (ie TAKEOFF SPEEDS DELETED) simply CLEAR the message by pressing the BLACK data entry key (between the Z and the DEL keys), and continue with the next step.

Emergency Light Switch .............. Armed Passenger Oxygen Switch........... Blank Ram Air Turbine Switch ............... Blank Ignition Switch .............................. Set Engine Start Selectors ................. AUTO Fuel Jettison Panel ...................... OFF Fuel Panel ..................................... Set
Switches blank and selector OFF.

Set 1 for odd days, 2 for even days, and BOTH for cold weather operations.

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

Forward and Aft main fuel pumps OFF. Center fuel pumps OFF. Crossfeed switches OFF. Check the proper fuel load and balance: LDS001: Fuel 35476 lbs. Left 43%, Center 1%, Right 43%. Position lights should be ON. All others OFF.

Engine and Wing Anti-Ice ............ OFF Exterior Lights .............................. As required

Cargo Heat .................................... OFF Window Heat ................................. ON HF Radio ........................................ OFF Passenger Signs........................... As required. Pressurization Panel ................... Set
Suggest: No Smoking ON, Seatbelts OFF . Set landing altitude. Select AUTO 1 for odd days. Select AUTO 2 for even days. Set auto rate at the detent position.

Equipment Cooling Switch .......... AUTO Temperature Control Knobs ....... As required Trim Air Switch.............................. ON Recirc Fan Switches..................... ON Pack Control Selectors ................ As required Isolation switches ......................... ON Engine Bleed Switches ................ ON APU Bleed Switch ......................... ON
These switches are always left ON. These switches are always left ON. This switch is always left ON.

If the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF. Left and Right switch ON. Center switch guarded ON.

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

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

NOTE Read the following pages carefully. Take your time inputting the data. If you make an ERROR during data entry, follow these steps: 1. Press the DEL key. DELETE will be entered onto the scratchpad entry line. 2. Press the Line Select Key next to the data you wish to remove. The data will be deleted, and you then re-enter the correct data into the scratchpad.
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The RTE 1 page is the starting point for ightplan data entry. The ACTIVATE> prompt at the 6R LSK will be replaced by the PERF INIT> prompt after the ightplan has been activated.

Programming the FMC

The IDENT page is the starting point for the preight of the FMC. The data listed on this page cannot be changed and is for reference only. To facilitate preight data entry, pages requiring data entry are prompted at the 6R LSK on all INIT REF pages. For example, pressing the POS INIT> prompt at the 6R LSK calls up the POS INIT page, as ROUTE> brings up the RTE page, without having to return to the index page. Press RTE Function Key (FK). RTE 1 page is displayed. Enter CYVR into the Scratchpad using the Data Entry Keys, or enable the Keyboard Assist and enter via your keyboard.
KA is displayed in the upper left corner of the CRT when the keyboard assist mode is turned on. In KA mode, all computer keyboard entries are sent to the CDU scratchpad. NEW Once the FMC is closed, Keyboard Assist is automatically disabled.

Press NEXT PAGE Function Key (FK) to enter our ight plan into the RTE1 page. Flightplan (pg. 25) YVR J126 EUG J143 ENI.PYE1 Enter YVR into the Scratchpad Press 1R LSK (TO column) Enter J126 into the Scratchpad Press 2L LSK (VIA column) Enter EUG into the Scratchpad Press 2R LSK (TO column) Enter J143 into the Scratchpad Press 3L LSK (VIA column) Enter ENI into the Scratchpad Press 3R LSK (TO column) Since were here, lets continue entering the waypoints for the Point Reyes (PYE1) Arrival (pg. 30).

Take note that RTE page numbers increase with the number of ightplan entries. 1/2 becomes 2/3... etc. RTE 1 will change designation to ACT RTE 1 after the route has been activated. Modications made to ACT RTE 1 will display MOD ACT RTE 1.

Press 1L LSK. (CYVR now set ORIGIN) Enter KSFO into the Scratchpad Press 1R LSK. (KSFO now set DEST)

ACARS In the real world, most ightplans are loaded into the FMC via the ACARS function. If you have copied the included CYVRKSFO.rte le to the appropriate directory (see the setup pages), you can mimic the real world practise and load the ightplan into the FMC by entering the le name (CYVRKSFO) into the scratchpad and pressing 3R LSK. If the ight plan loads correctly into the FMC, you may skip the following manual ightplan entry section.
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Enter PYE into the Scratchpad Press 4R LSK (TO column) Enter STINS into the Scratchpad Press 5R LSK (TO column) Press NEXT PAGE (FK) Enter HADLY into the Scratchpad Press 1R LSK (TO column) Enter OSI into the Scratchpad Press 2R LSK (TO column) Press 6R LSK to ACTIVATE the ight plan. The EXEC button will illuminate. Press EXEC Function Key (FK). The route is entered into the FMC. You may press the

Now, lets choose a departure runway. Press DEP ARR Function Key (FK). The CYVR DEPARTURES page is displayed.

Press 2R LSK (COST INDEX). The scratchpad entry of 90 will transfer to 2R LSK. Our performance initialisation is complete. Lets move on to the takeoff reference page (displays takeoff speeds and thrust information). Press 6R LSK TAKEOFF>. TAKEOFF REF (1/2) page is displayed. We will now program the FMC for takeoff: temperature, winds, runway conditions, aps settings, CG trim. Press NEXT PAGE (FK). TAKEOFF REF (2/2).

Press NEXT PAGE (FK). Select 26L. You may choose 08R as the departure runway if you are running an active weather program & the winds are 08 knots or more out of the east. We will depart 26L. Press the corresponding R LSK next to 26L. A <SEL> prompt will appear to the left of 26L Press EXEC Function Key (FK). The departure runway is now entered into the FMC. Lets get our performance data into the FMC. Press RTE (FK). ACT RTE 1 (1/3) page is displayed. Press 6R LSK PERF INIT>. The PERF INIT (1/1) page is displayed, with the calculated fuel (35.8) entry autolled at the L2 LSK position. Enter the Zero Fuel Weight (ZFW) 245.2 (or 111.2 for kilos) into the Scratchpad. Press 3L LSK (ZFW). The scratchpad entry of 245.2 (111.2) will transfer. A Gross Weight (GR WT) value will autoll at 1L LSK position. Enter the Reserves of (6.6 or 3) into the pad.

If you are running an active weather program, enter XX (two digits) for the temperature, and XXX/XX format for the wind data, and /W or /D for runway conditions. Enter XX for temperature into the Scratchpad. Press 5R LSK. The entry (XX) transfers (REF OAT). Enter XXX/XX for winds into the Scratchpad. Press 3L LSK. The pad entry of XXX/XX will transfer to 3L LSK (WIND). RWY WIND will autoll at 4L LSK. Enter /W for Wet Runway (if applicable). Press 5L LSK. The pad entry of /W will transfer to 5L LSK (SLOPE/COND). Slope is not modelled. Press PREV PAGE (FK). TAKEOFF REF (1/2) page is displayed. We will now enter our aps settings and CG Trim. Enter 5 for your aps settings into the Scratchpad. Press 1L LSK. The scratchpad entry of 5 will transfer to 1L LSK (FLAPS). Enter 22 for the %MAC setting into the Scratchpad. Press 3L LSK. The scratchpad entry of 22 will transfer to 3L LSK (CG TRIM). A trim setting of 2.6 (or 2.7) will autoll to the left of the entered data. We have completed the initial FMC setup. The Gross Weight, V-speeds, and Pre-Flight Complete message will autoll into the FMC. The TAKEOFF REF page should look like this:

Press 4L LSK (RESERVES). The entry (6.6 or 3) will transfer to 4L LSK. Enter a Cruise Altitude of 39,000 feet into the pad (390, FL390, or 39000 formats are accepted). Press 1R LSK (CRZ ALT). The entry (390) will transfer. Enter the Cost Index of 90 into the Scratchpad.

The FMC Economy (ECON) calculations are based on the value entered in this eld. The standard value entered is 80. Values can range from 0 to 9999. Entering 0 gives maximum range airspeed and minimum fuel consumption. Higher values increase the cruise speed and fuel consumption for the calculated ECON speed.

Press INIT REF (FK). Close the FMC.

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Landing Gear ....................... DOWN and GREEN Alternate Gear Switch .................. Guarded OFF GND PROX Override Switches .... OFF Parking Brake ............................... SET Stab Trim Cutout Switches .......... NORM Spoilers ......................................... DOWN Throttles ........................................ Closed Fuel Control Switches .................. CUT OFF Flaps ............................................. UP Engine and APU Fire Panel.......... Normal Cargo Fire Panel ........................... Normal Transponder .................................. Set Comm Panel ................................. Set Audio Panel .................................. Set ILS Frequency ............................... As Required Aileron and Rudder Trim .............. Set 0
Set knobs as required Set to PARK or to required ILS frequency for departure Set to desired code and leave turned OFF Check that no handle is pulled or turned. Check no amber lights illuminated.

Alright, weve completed the preparation of the OVERHEAD panel, and the FMC. Were almost ready to y, honest. But rst, its time to set the AFDS (Autopilot Flight Director System) or Mode Control Panel (MCP). AFDS Panel ................................... Set
Nav1 Radio Set manual frequency if required, otherwise set to AUTO. Select AUTO. FD Switch ON A/T Switch OFF IAS/MACH Set V2 from FMC HDG Set as required: Runway Heading 260 or 080. ALT Set as required: 7000 for the YVR3 DEP Disengage bar - UP Nav2 Radio Set manual frequency if required, otherwise set to AUTO NOTE These checks should be done after the IRUs have aligned. Conrm NO FLAGS on main instrument panel. Instrument Source Selectors NORM Airspeed Check and set speed bugs for takeoff (use automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - for easy setting). RMI - Set pointer controls and verify headings EADI Check EHSI Check. Range and display mode set as required. (10-mile Map mode is normal). ASA Blank Altimeter - Set altimeter VSI Indicates 0 Clock Set. Standby Instruments Set All should be off.

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

For this tutorial, we will not derate our takeoff. Subsequent tutorials will address this subject. For more information, consult the LDS Performance Manuals.

The following procedures are used in normal operations. These procedures are done by memory with reference to an abbreviated checklist. The abbreviated checklist is included with this tutorial (pg. 24). Okay, Captain, our departure time has arrived. The passengers are seated, baggage and cargo are loaded, our coffee has been delivered, and the load sheet has arrived (pg. 8). Its time to pushback. Cargo Heat Switches .................... ON Passenger Signs........................... ON
Press the ALERT to notify the F/As that its time to go.

Warning Annunciators ................. Check Standby Engine Gauges .............. AUTO Autobrakes .................................... OFF EICAS ............................................ Check

TRP ....................................... Set TO and derate Flap Indicator ................................ Set 0

These are preselect derates for CLB 1 or CLB2.

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

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

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

Check warning lights are off and that the indicator agrees with the ap handle. Check selector set to NORM and ALTN not displayed in the LE or TE switches.

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Before Starting Engines

EICAS Messages .......................... CANCEL Hydraulic Panel............................. ON and AUTO Fuel Panel ...................................... Set

Starting Engines
Its time to light those General Electric CF6-80C2 engines (rated at 61,500 pounds of thrust per engine) and get this show on the road. Dave Barrinngton, 767 Captain, and a member of the LDS team, describes the performance of a lightly laden 767-300 as four F-18s bolted together... a hot rod of immense power. Before you blast off save a Holding Short situation le (you may want to come back later and practise your takeoff a few times). From the Operating Manual
The overhead Start Panel provides controls for engine starting and engine ignition. Each engine has a start valve and two igniters. The start switch controls the opening and closing of the respective start valve. The igniter switch selects which of the two igniters will be used for the start in either engine. The Start switch is a multi-position switch with GND, AUTO, OFF, FLT and CONT positions. Normally this switch is left in the AUTO position. Moving the start switch to the GND position initiates the start by opening the start valve and energizing the selected igniter(s). The switch automatically springs back to AUTO after engine start. The OFF position manually shuts off ignition and closes the start valve. The FLT position provides ignition to the engines from both ignition sources (regardless of igniter switch position) and is usually used for emergency in-ight engine restarts. The CONT position provides ignition to the engine from only the selected igniter and is usually used during turbulence or heavy rain to prevent ameout. The igniter switch indicates which of the two igniters in each engine is used for starting and CONT mode operation. When 1 is selected, the number 1 igniter is used. When 2 is selected, the number 2 igniter is used. When BOTH is selected, both igniters are used in each engine.

Turn ON primary electric pumps and demand pumps to AUTO. Turn ON fuel pumps in all tanks with fuel. For this ight the Center Pumps should be OFF.

Red Anti-collision Lights ............. ON Pack Switches .............................. OFF

Conrm green band. Use the mouse to nudge the stab trim setting to the 2.7 range. NEW Place your mouse icon over the Stabilizer Trim Gauge to display a digital return.

Stabilizer Trim ............................... 2.7 / 2.6 units

NOTE that compartment temperatures will rise.

Engine Start Panel

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

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

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

Verify performance and navigation data in the FMC and brief the takeoff procedure. See Brieng page 23.

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

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

Engine Starting

Engine starts require the use of bleed air, electric power and fuel. Bleed air can be supplied by the APU, the other engine, or an external air source. The aircraft battery is the minimum electric requirement for engine start. The fuel to each engine is supplied under pressure via electric fuel pumps. In order to supply sufcient pressure for the engine start, the air conditioning Packs must be OFF and the isolation valves must be open. A minimum of 25psi duct pressure is required. Placing the engine start switch to GND initiates the engine start. This action opens the start valve which permits bleed air to rotate the engine. The momentary illumination of the VALVE light indicates that the start valve has opened. A magenta index line on the N2 gauge indicates the minimum N2 for adding fuel. When N2 is above the index line, the fuel control switch can be moved to RUN to introduce fuel into the engine. Light-off occurs soon after as indicated by an increase in EGT. At approximately 50% N2 the start switch moves back to AUTO and the VALVE light ashes momentarily as the start valve closes. The engine then stabilizes at idle thrust. -12 -

Starting Engines Contd Announce Starting (RIGHT/LEFT) Engine. L or R Start Selector ..................... GND L or R Fuel Control Switch .......... RUN
The right engine is normally started rst. OVERHEAD PANEL: Set the appropriate start selector to GND to begin the start sequence. PEDESTAL: When N2 reaches a minimum of 18%, set appropriate fuel control selector to RUN and monitor EGT (lower EICAS) for lightoff. Abort the start for abnormal indications or if temperature exceeds 750 during start. Conrm N1 rotation within 30 seconds of Stabilized N2. Conrm start selector returns to AUTO.

After Starting Engines

Generator Lights ........................... Conrm OFF APU Switch ................................... OFF Engine Anti-Ice.............................. As required Isolation Switches (L and R) ........ CLOSED Pack Switches .............................. AUTO Autobrake Selector....................... RTO EICAS ............................. RECALL & CHECK
Use if temp below 10C & visible moisture observed.

At 50% N2, Conrm Start Selector AUTO Repeat procedure for remaining engine
RUN Engine & Spar Valves are commanded open. CUT OFF Engine & Spar Valves are commanded closed. ENG VALVE Indicates that the engine valve is not in the commanded position. Illuminates momentarily when the valve is in transit. SPAR VALVE Indicates that the spar valve is not in the commanded position. Illuminates momentarily when the valve is in transit.
ENG VALVE SPAR VALVE

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

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

ENG VALVE SPAR VALVE

FUEL CONTROL
RUN CUT OFF

Okay, its time to taxi via Golf, Hotel, & Delta & hold short runway 26L (Consult the CYVR taxi chart pg. 27). During the taxi to the active runway, set the nal TOGW (which may affect V-speeds). Open the FMC. Press the INIT REF Function Key. The TAKEOFF REF page displays. Enter a TOGW value (less than the GR WT) to the pad. In the example below, 280 has been entered. By the time the aircraft has nished the taxi, the GR WT number of 280.4 should match the TOGW of 280.0. Press 5R LSK. The pad entry will now be set as TOGW. Press the CLR (FK) to clear the TAKEOFF SPEEDS DELETED message. Reset the airspeed speed bugs. Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - for easy resetting.

The upper EICAS CRT displays CAS messages along with N1 and EGT engine data. This screen is displayed continuously when then Left Main AC Bus is powered. The lower EICAS screen displays secondary engine data as well as information about other systems (contained on a separate STATUS page). The lower screen is displayed continuously when the Right Main AC bus is powered. Both screens can be dimmed individually by using the knobs below the lower EICAS screen.

Before Takeoff
Flaps ............................................. Set for Takeoff Flight Attendants ......................... Notify
Set 5 or 15. Press the ALERT button on the OVERHEAD panel.

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

At 400

Select LNAV or HDG SEL as required. For LNAV, use the DIRECT TO procedure or intercept the route course using HDG SEL.

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

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

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

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

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

Smoothly advance the throttles to approximately 60-70% N1, and allow the engines to stabilize. Verify proper thrust is set prior to 80 knots. Observe the takeoff thrust being set (N1 gauge), and eventually agree with the visible TO limit. Keep a slight forward pressure on the yoke to enhance nosewheel contact to the asphalt, and slowly release the pressure when you pass 80kts. Verify THR HOLD mode. Observe the FMA annunciating the release of the A/T servos with THR HOLD, and make a mental note of moving from the low-speed abort to the highspeed abort stage.

Verify 80 knots

At 5 kts before V1 move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air, excluding situations where the aircraft controllability is severely impaired or if the aircraft otherwise becomes unyable Monitor airspeed for V1 and Vr
At Vr, rotate smoothly until airborne and then establish an approximate 15 pitch up attitude. Then follow the FD pitch commands.

When aps are UP, maintain a minimum airspeed of Vref30+80. Normally climb out at 250 knots until reaching 10,000. Then accelerate to 300 knots or FMC ECON speed. Once aps are UP, move the gear lever to the OFF position to depressurize the landing gear hydraulics.

Climb thrust

Verify set to CLB, CLB1 or CLB2 as desired.

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

Open the FMC. Press LEGS (FK). Press 1L LSK for YVR. YVR will be entered into the scratchpad. Press 1L LSK. The scratchpad entry will be updated in the FMC. Press EXEC (FK). Press VNAV, LNAV and C CMD on the MCP. The aircraft should start a left turn direct to the YVR VOR. Select 39000 in the ALT box on the MCP (if you havent already done so). The aircraft is now set to follow the Lateral & Vertical modes of the ight plan.

Once in the air, point the nose to an attitude that will result in a speed of V2+15 (-25), but do not exceed 25 of pitch. After liftoff, observe establishing positive rate (VSI shows climb and altimeter is showing increase in altitude), and following that raise the gear. Try to keep the V2+15 (-25) pitch prole, but if you accelerate past the desired target speed, do not increase the pitch to slow down, just settle with what you end up with.

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After cleaning up the aircraft, there are still some procedural things that you need to attend to, before things will settle down in the climb. On this tutorial ight were assuming that no climb derates are used, so the climb will be rather brisk. If conditions permit, during the climb out, you can select the Seat Belt sign to AUTO to release the cabin. After passing the transition altitude, you should be setting the altimeter to standard setting (29.92 Hg / 1013mb). Through 10,000 you can turn the landing lights to OFF. Be prepared to operate the FMC during the early phases of the climb to possibly take a new Direct-To to a new waypoint or manipulate the ight plan in some other way if the ATC instructions require you to do so. Dont be overwhelmed by the many tasks you will be facing during this time, but instead take one thing at a time, and try to complete everything you set out to do. Dont worry about the ATC noticing possible little errors you make in this most heated phase of the ight. Just concentrate on getting the aircraft safely away from the airport within the published boundaries of the departure. Above all: FLY THE AIRCRAFT.

to change your route towards an enroute alternate. Some of these include a medical emergency, technical emergency, unexpected requests by ATC. Whatever the reason, you should be able to make a logical and a rather quick decision to ensure the safety of your aircraft and your passengers. Even though you have a fully operational TCAS onboard the aircraft, it doesnt relieve you from keeping a constant trafc lookout during the cruise phase. The TCAS is not an all-encompassing or all-knowing device, and you should make it a routine to scan the outside of the aircraft (while still enjoying the views, of course). Prepare for the arrival. Get charts ready, adjust the minimum altitudes on your gauges, and consider the many possible obstacles that you could see during your approach into destination. Review the arrival and approach plates; review and program the missed approach procedure; review the predicted weather and its effect on your arrival. Always remember to keep the FMC in the loop for a better situational awareness. This means that you should make the FMC route look like your planned arrival. Of course you also have to make sure you can transition to raw data if needed (ie. Fly on the basic navigational instruments). In short: PREPARE. NOTE: Look out the window and enjoy the view! Fuel Panel
Monitor balance and turn off Center Fuel Pumps when center tank is empty.

Climb and Cruise

Above 10,000 feet Landing lights .............................. OFF Above 18,000 feet (or transition altitude) Set altimeters ............................... 29.92 The cruise phase on a modern jetliner aircraft is probably the most neglected phase when it comes to simulated ying. Many simmers, even experienced ones, tend to think that during the cruise theres really nothing left for the pilot to do than to just read the newspapers and enjoy the view! While this is partly true (only partly), the cruise phase is just as important as the more hectic departure & arrival phases of ight. During the cruise it is important to prepare for possible trouble and otherwise monitor the aircraft systems, AFDS, FMC, fuel, and routing (as well as reading the paper). Remember, you have to be ahead of the aircraft at ALL TIMES. Some important activities for the cruise phase are: Make periodic observations on the fuel consumption of the aircraft, and compare the gures you see to the numbers on your ight plan log. This is not done just to see if unpredicted winds are eating your valuable reserve fuel, but to also be on the lookout for possible fuel leak. Yes, the aircraft can, in theory, experience a fuel leak that might go unnoticed, unless a strict fuel amount monitoring policy is implemented. Always be prepared to change the planned course of your ight, in case something goes wrong. There can be many kinds of unexpected events that will force you

Coffee & Mufn Corner

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

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The FMC (Part II): Runway 28R

We will land on Runway 28R at San Francisco via the Point Reyes One Arrival (See PYE.PYE1 Chart). If you are using an active weather program and the winds are above 07kts, the 28s may not be appropriate. If youre comfortable planning a different arrival runway, go right ahead: for the purposes of this tutorial, we will be planning 28R (See ILS RWY 28R Chart). Press DEP ARR (FK). Press 6L LSK <INDEX. Press 3R LSK. KSFO ARRIVALS 1/2 page displays.

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

Press NEXT PAGE (FK). KSFO ARRIVALS 2/2. Press 4R LSK (28R). The runway will be selected, and a runway extension option will be displayed. Enter the number 12 into the scratchpad. Press 3R LSK to transfer the pad entry (12) to RWY EXT. We have alotted a 12 nautical mile runway extension to be added to the approach.
2

Press NEXT PAGE (FK). PROGRESS (2/2) page will be displayed. Note the information displayed and compare those gures to your ight plan. Make notes on your ight plan for fuel burn, winds aloft, and check to make sure that you will arrive with fuel to spare: nothing worse than heading to an alternate due to weather and not having the requisite fuel to get there. Thats a big Oooops. Just ask the Gimli Glider guys how much fun that is.

Press EXEC (FK) to execute the arrival runway. Now that our arrival runway is set, we need to close a discontinuity that has occurred in our route. Press LEGS (FK). ACT RTE1 LEGS (1/3) page displayed. Press NEXT PAGE (FK) until runway extension waypoint (RX28R) is visible on the ACT RTE1 LEGS page. Press the appropriate LSK to place RX28R into the scratchpad. Press the appropriate LSK to close the discontinuity (The discontinuity will appear as 5 empty squares). Press EXEC Function Key.

Continue to monitor the aircraft systems. Examine the information the various FMC pages offer. Lets look at the VNAV pages...

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

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

FMC Workout (Part III): The Arrival

After crossing the Roseburg VOR (RBG), lets plan the arrival into KSFO. There are no crossing speeds or altitudes on the PYE.PYE1, but Oakland ARTCC will usually instruct aircraft to cross STINS waypoint at 250 knots and 11000 (or even - gasp - Mendicino at FL190). So, lets input some crossing restrictions, and add a waypoint for the intercept. Press NEXT PAGE (FK). The ECON DES 3/3 page will be displayed. On this page, you can view your destination runway, the runway altitude, the speed for the descent, the speed transition altitude. You can manually input a speed restriction: Enter 240/10000 into the scratchpad, and press 4L LSK to set the Speed Restriction. The SPD TRANS will be removed and the SPD RESTRC will be set. Press LEGS (FK). The ACT RTE 1 LEGS (1/2) page will be displayed. Enter 250/11000 into the Scratchpad. Press R LSK adjacent to the STINS waypoint. Enter 7000 into the Scratchpad. Press R LSK adjacent to the HADLY waypoint. Enter MENLO into the Scratchpad. Press L LSK below the OSI waypoint. A discontinuity will appear. To close the disco: Press the L LSK next to RX28R. Press the L LSK next to the discontinuity. The discontinuity will be closed. Press EXEC (FK). Rotate the Display control on the EHSI panel to MAP from PLAN. You can leave the EHSI Range Control at 40nm or zoom out to 160 (depending on where you are in your cruise).

The DES NOW> at 6R LSK will enable an immediate descent to the commanded MCP altitude. This is a handy feature if ATC needs your aircraft at a lower altitude. FUTURE TIP: Set a lower altitude on the MCP. Press 6R (DES NOW>) and the EXEC (FK) will illuminate. Press EXEC. The aircraft will begin an immediate descent to the MCP commanded altitude. Right, its time to get ready for the descent and arrival into San Francisco (the home of Rice-a-roni, Karl Malden and a plethora of interior decorators), We need to check that our route is correct, so lets verify that weve set up the FMC correctly. NOTE: Stay ahead of the aircraft. For this tutorial we are planning our arrival & runway BEFORE the descent. If you y online, be prepared to change any and all of this information during the descent phase. Regardless, take the time to plan ahead. If you can, do it now, before the descent.
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Planning the MAP (Missed Approach)

You must program the MISSED APPROACH for each and every arrival runway. When your aircraft is descending on the ILS at 160 knots and another aircraft enters the active runway, you will be glad that you planned a missed approach. See Go Around Procedure (Page 23). Review the ILS28R chart included: the MAP is OLYMM at 3000 and hold on the 280 radial, right turns. Press the LEGS (FK). The ACT RTE 1 LEGS (1/1) page will be displayed. Press NEXT PAGE (FK) until RW28R appears. Enter OLYMM into the scratchpad. Press L LSK below RW28R. OLYMM will be entered into the FMC. The EXEC (FK) will light. Enter 3000 into the scratchpad. Press the R LSK adjacent to the OLYMM waypoint. Press EXEC (FK) to execute the missed approach. Lets program the HOLD at OLYMM.

Lets conrm and review our amended routing from PLAN MODE. Press LEGS (FK). Press NEXT PAGE (FK) until the ACT RTE 1 LEGS page displays the last page of the route. Rotate the Display control on the EHSI panel from MAP to PLAN. Rotate the Range Control (EHSI panel) to 20nm. Press 6R LSK <STEP> and verify that the waypoints for our amended arrival are contiguous, and as planned. Check the route on the EHSI. Verify the route. Make changes if there are any errors. Once youre satised that everything is, as they say, hunky dory... Rotate the Display control on the EHSI panel from PLAN to to MAP.

Press HOLD (FK). An entry box will appear at 6L LSK. Press 5L LSK (OLYMM). OLYMM will be entered into the scratchpad. Press 6L LSK (entry box). OLYMM will be transferred from the scratchpad to the entry box. The MOD RTE 1 HOLD (1/1) page will be displayed. Enter 280 into the scratchpad. Press 3L LSK. 280 will be entered into the INBD CRS/ DIR column. Press EXEC (FK). The aircraft be should nearing the T/D... so without further adieu, lets get serious and drop this aircraft into San Francisco where we can enjoy some of the sights and sounds of the Bay area. BTW, the company just sent you your next ight plan: KSFO SFO8 RBL J1 SEA PAE ACORD7 CYVR. Enjoy Frisco, baby: you have one hour to turn the aircraft around as Flight #003, San Francisco to Vancouver.

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Alright, the EHSI displays that the T/D begins in 20nm. Time to ease the aircraft down to 11000 at STINS. It is understood that the aircraft is currently congured with VNAV, LNAV and C CMD engaged. We have 4 possible descent options: Dial 11000 in the MCP Altitude Target Window. 1. VNAV descent. Dont touch anything! When the aircraft reaches T/D it will automatically descend to the targeted MCP altitude. 2. DES NOW to descend before the calculated T/D. Press VNAV (FK). ACT ECON CRZ page displays. Press NEXT PAGE (FK) until DES NOW> appears at the CDUs 6R LSK. Press 6R LSK. Press EXEC (FK). The aircraft will descend to 11000.
This option ensures STINS @ 11000 will not be missed.

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

Weve already done this, but if you are ying online, and ATC wants you on Runway 28L, make the changes, or request the right side. Flight Instruments and Radios .... Set Airspeed Bugs .............................. Set
Set, tune and identify instruments and radios required for an instrument approach. Set speed bugs for landing (use automatic bug speed mouse click area for easy setting). Set 1 through MAX AUTO as appropriate. The use of autobrakes is at pilot discretion. Review, discuss, evaluate, and conrm all aspects of the impending arrival. That means planningthe procedure for go-around and/or missed approach; nal speed & aps/setting; other pertinent information that you and your crew will need to make a safe landing.

Program arrival and approach xes as required.

Autobrakes .................................... As required Approach brieng ......................... Complete

3. Alternatively, enter a new Cruise Altitude ... Press VNAV (FK). ACT ECON CRZ will display. Enter 11000 into the Scratchpad. Press 1L LSK to transfer 11000 (CRZ ALT). Press EXEC (FK). The aircraft will descend to 11000. 4. Or, use FLCH (Flight Level Change) by entering 11000 in the Altitude Target Window on the MCP. Press FLCH (MCP). Enter the appropriate descent (say 300 knots) airspeed (IAS/MACH on MCP).

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

FPA is the actual ight path angle of the aircraft. It is typically 3 to 4 degrees in a descent. V/B is the required vertical bearing to reach the waypoint altitude (disregard the ENI @ 19000 (zealous ATC!)). V/S is the required vertical speed to meet the V/B.

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

Press 3R LSK (30 131KT) (VREF). The ap/speed setting 30131 will be entered in the scratchpad. Press 4R LSK (---/---)(FLAP/SPEED). The scratchpad entry (30/131) will be set. Reset the airspeed speed bugs. Use the automatic bug setting mouse click area - the lower left corner of the Airspeed Indicator - to reset the speed bugs for the arrival.

From the LDS767 manual: The Approach Reference page is only available while in the air. It displays and updates automatically based on aircraft weight. On this page you can view Gross Weight (the value may be manually entered if the gross weight is not shown or is incorrect), Approach Reference Speeds (Approach Vref speeds update automatically when a weight is entered into the GROSS WT eld. Flaps 25 and 30 are normal ap landing speeds.), Runway Length (The departure runway length is displayed until the lesser of 400 miles from the departure airport or halfway to the destination.), Frequency and Course (The ILS frequency and approach course for the selected runway is displayed here and at the 5R position. The frequency shown is for the departure runway until the lesser of 400 miles from the departure airport or halfway to the destination. Otherwise, the frequency and course for the arrival runway in the active route are displayed.), Flap/Speed (This line accepts the entry of a different ap/speed combination. Entries in this data eld have no effect on other performance data.) -19 -

Allow the aircraft to settle at 220 kts and 5000. Make sure your Speedbrakes are retracted <SHIFT+/>. Dial 2500 into the MCP Altitude Target Window. Dial 180 into the MCP Speed Window. Press the MCP FLCH button. The aircraft will begin to descend to 2500 while slowing to 180 knots. After the aircraft crosses MENLO, Press the MCP LOC mode button. The AFDS has now been set to intercept the Localizer freq (111.70) for runway 28R. The aircraft should be approximately 12 miles back of the threshhold. Once the aircraft starts the turn to the 28R inbound course of 283, Press the MCP APP button. The AFDS is now congured to follow the ILS on its vertical glideslope path. Monitor your airspeed, and extend the aps (if the F/O is disabled) as per the Flaps schedule. Once fully established on the glideslope, reset the MCP ALT Window to 3000 for the MAP. The Autoland Status of the aircraft is annunciated on the ASA at 1500 feet radio height as the multiple autopilot operation engages. FLARE and ROLLOUT are annunciated in white on the EADI when multiple autopilots are engaged. Alternatively, (why not, the wx is great!) disconnect the autopilot and hand y her home.

Once the aircraft is in level ight at STINS waypoint (250 at 11000), change the ight mode from VNAV to FLCH. Dial 5000 into the MCPs Altitude Target Window. Press the MCP FL CH button. The FL CH button will light. The MCPs IAS/MACH Window will display 250 (approx).
From the LDS767 manual: The Flight Level Change mode is selected by pressing the FL CH button on the MCP. FL CH is annunciated in green on the EADI and the A/T is automatically engaged if armed. Additionally, the current aircraft speed is reset in the IAS/MACH window of the MCP and the TRP changes to a CLB mode. When selected, the AFDS and the autothrottle command pitch and power settings to y the aircraft toward the altitude selected in the MCP ALT window at the selected speed. Changing the IAS/ MACH speed on the MCP causes the AFDS to change the commanded pitch angle to maintain the selected speed. If a climb is required, the A/T sets power to the maximum available (based on TRP selection) and the AFDS pitches up to maintain the selected airspeed. If a descent is required, the A/T sets the power to IDLE and enters a throttle hold (THR HOLD) mode while the AFDS pitches down to maintain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manually control thrust during the descent.

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Final approach airspeed is maintained until crossing runway threshold. Speed is then reduced so as to touch down at the double white bug speed plus gust additive. Flare is initiated when the main gear is approximately 30 ft above the runway. Increase pitch attitude by approximately 2, then smoothly reduce thrust levers to idle. Maintain this pitch attitude until touchdown. Do not allow the airplane to oat, but y the aircraft onto the runway and accomplish the landing roll procedure. On touchdown, the PNF calls SPEEDBRAKES UP, or if the speedbrakes do not extend automatically the PNF calls NO SPEEDBRAKES, and the Captain extends them manually. When the main gear is rmly on the runway and speedbrakes have deployed, the PF selects the reverse thrust levers to the interlock position and lowers the nose wheel onto the runway. When the interlocks release the PF selects the pre-determined level of reverse thrust. The PNF monitors reverse thrust and autobrakes. If one or both reversers do not operate, the PNF advises the PF of the condition, e.g., NO LEFT REVERSE. The PF controls reverse thrust and wheel braking as necessary.

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

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

Heres a listing of airline specic gates at KSFO (http://www. ysfo.com/airlines/airlines/index.asp) to dump the passengers and reload for the return ight to Vancouver. Choose the appropriate gate for your carrier.

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

Verify APU is running or request/select external power.

Landing
Flaps ........................... Extend during deceleration Flap extension schedule When passing Set aps Vref30+80 Flaps 1 Vref30+60 Flaps 5 Vref30+40 Flaps 15/20 Vref30+20 Flaps 25/30

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

This permits the APU to supply air to both packs.

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

When aps are 25/30, the min. speed is Vapproach. Vapproach = Vref30 + wind factor Wind factor = steady headwind + gust factor Gust factor = gust reported steady wind

Were not planning on staying long at KSFO, so theres no need to do a complete shutdown. But, that checklist has been included below for future reference. We hope youve enjoyed Flight 001 aboard LDSs 767-300ER. It has been a lot of fun (and too many hours at the keyboard) putting this together. Thanks for ying with us. Stay tuned. We look forward to producing in depth tutorials and modules for the 767 and for the next LDS offering: the 757. The LDS Team

On downwind

Glideslope alive or 1500 RA

Gear DOWN and Flaps 20.

Set aps 5 & speed 180 (Vref30+60).

Speed brakes ................................ ARMED Glideslope capture or 1000 RA Set Missed Approach altitude Monitor approach progress

Set aps for landing (25 or 30). Landing aps 30 is normal. Set speed to Vapproach. Dial altitude into MCP ALT window. At DA (instrument approach) or 500 feet, announce LANDING. If unable to land, execute a go-around (Go-around Procedure on page 23). Verify spoiler deployment and decelerate using reversers and brakes. Disconnect autopilot and autobrakes prior to turning off the runway. -21 -

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

Touchdown

Beta Bonus Page I

Transponder & Trafc Collision Avoidance System

1. Transponder Keypad. Enter your ATC- b. Other Trafc: Trafc that is not a threat 2. Squawk Code appears here. 3. IDENT button. When ATC asks you to 4. TCAS Mode Selector: XPDR ONLY (Transponder Only), TA (Trafc Advisory) or TA/RA (Trafc Advisory/ Resolution Advisory). TA/RA is standard.
Depress the button for 2 seconds to TEST. The EHSI (7) will display the test pattern. Aural TCAS System Test OK or TCAS System Test Fail (if IRUs are ofine) will sound. Squawk Ident, Press button. assigned Squawk Code here. are displayed as hollow white diamonds. The relative altitude (in 100s) is displayed with a trend vector. This example aircraft is 1000 feet below. c. Proximate Trafc: Trafc within 1200 feet vertically and 6 miles laterally are displayed as solid white diamonds. d. Trafc Advisory (TA) Trafc: Aircraft within 20 to 48 seconds of entering collision airspace are displayed as yellow circles. An aural TRAFFIC TRAFFIC announcement is generated and TRAFFIC (in yellow) is displayed on the EHSI.

5. TCAS status: SBY (Standby), AUTO and ON. 6. EHSI Range Selector. Press to toggle

a b d

TRAFFIC

c e

Immediate threat aircraft within 15 to 35 seconds of entering the collision airspace are displayed as red squares. Vertical the EHSI TCAS display on/off. Targets guidance aural commands are generated are visible +/- 2700 of aircraft. and TRAFFIC (in red) is displayed on the EHSI. Display returns to normal with the CLEAR OF CONFLICT announcement. 7. EHSI. f. TRAFFIC Event Display: Displays in a. TCAS Status Display: The status of yellow for a TA event and red for an RA the TCAS system is displayed here. event. TFC - Trafc display is active. TA ONLY Note: As a matter of convention, lower TCAS is in Trafc Advisory mode. Resotrafc have negative values with data lution Advisories are disabled. TCAS tags displayed below the trafc symbol. OFF - TCAS system is OFF. No trafc Higher trafc have positive values with information or advisories are available. data tags displayed above the trafc (blank) - TCAS display is toggled OFF symbol. via the EHSI Range Select Knob. Note: When TFC is displayed and TA ONLY is not displayed, the system is in the TA/RA mode and Resolution Advisories will be received.

e. Resolution Advisory (RA) Trafc:

Ground Proximity Warning System

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

-22 -

Beta Bonus Page II

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

Non-Normal Emergency / Diversion

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

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

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

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

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

Emergency Descent

-23 -

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

NORMAL CHECKLIST Level-D 767-300

PREFLIGHT PASSENGER SIGNS ...............................................................................SET FLIGHT INSTRUMENTS ..........................................................................SET PARKING BRAKE ....................................................................................SET FUEL CONTROL ........................................................................ SWITCHES CUT OFF BEFORE START AFDS MCP ................................................................................................SET AIRSPEED BUGS .....................................................................................SET FMC CDU ..................................................................................................SET TRIM .....................................................................................................___UNITS FLIGHT CONTROLS .............................................................................. CHECK AFTER START ENGINE ANTI-ICE ................................................................................. AS REQ ISOLATION SWITCHES (L AND R ............................................................OFF EICAS RECALL ...................................................................................... CHECK AUTO BRAKES .........................................................................................RTO GROUND EQUIPMENT ......................................................................... CLEAR BEFORE TAKEOFF FLAPS ....................................................................................................SET___ AFTER TAKEOFF LANDING GEAR SELECTOR ...................................................................OFF FLAPS ........................................................................................................UP APPROACH PRESSURIZATION .......................................................................SET LANDING ALT AIRSPEED BUGS .....................................................................................SET ALTIMETERS ............................................................................................SET EICAS RECALL ...................................................................................... CHECK LANDING SPEEDBRAKES .....................................................................................ARMED LANDING GEAR .....................................................................................DOWN FLAPS ....................................................................................................SET___ SHUTDOWN HYDRAULIC PANEL .................................................................................SET FUEL PUMP SWITCHES ..........................................................................OFF FLAPS ........................................................................................................UP SPEEDBRAKE LEVER ...........................................................................DOWN PARKING BRAKE .....................................................................................SET FUEL CONTROL SWITCHES .............................................................. CUT OFF COMPLETE SHUTDOWN IRS SELECTORS ......................................................................................OFF EMERGENCY LIGHTS SWITCH ..............................................................OFF WINDOW HEAT SWITCHES.....................................................................OFF PACK SWITCHES .....................................................................................OFF APU / EXTERNAL POWER .......................................................................OFF STANDBY POWER SELECTOR ...............................................................OFF BATTERY SWITCH ...................................................................................OFF
FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION -24 -

LEVEL-D SIMULATIONS FLIGHT 001 FSBUILD FLIGHT PLAN FLT REL IFR LDS001 CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D FUEL TIME CORR TOGWT LDGWT AVG W/C TAXI 000000 0000 . . . . 280406 259835 M011 DEST KSFO 020570 0148 . . . . ELEV. 10 FT RESV 006878 0045 . . . . ALTN 002407 0015 . . . . ALTN KOAK DIST 9 HOLD 002293 0015 . . . . EXTRA 003057 0020 . . . . ZFW 245200 PAYLOAD 048200 TTL AT TO 035206 0323 . . . . DIST 0737 REQD 035206 0323 . . . . ETD CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL

WEIGHT IN LBS

CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/0148 M/H FL WIND ATC TO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM N4904.6/W12308.9 148 CLB 110010 CZVR YVR 115.90 007 DCT 150 268 263 00/01 00/01 .../... 0010/... 0341/... N4859.6/W12308.2 YVR2 004 J126 N4853.6/W12307.4 YVR11 006 J126 N4844.7/W12306.3 YVR20 009 J126 N4744.6/W12254.2 TOC 061 J126 N4658.2/W12254.1 OLM 113.40 045 J126 N4521.1/W12258.6 UBG 117.40 097 J126 N4407.2/W12313.3 EUG 112.90 074 J126 N4310.9/W12321.1 RBG 108.20 057 J143 N3903.1/W12316.4 ENI 112.30 246 J143 N3859.8/W12313.5 TOD 004 PYE1 N3749.4/W12245.4 STINS 073 PYE1 N3724.1/W12234.5 HADLY 026 PYE1 N3723.5/W12216.8 OSI 113.90 014 PYE1 N3737.1/W12222.4 KSFO 014 PYE1 158 CLB 100012 SEA 160 268 266 00/00 00/02 .../... 0016/... 0335/... 153 CLB 150018 SEA 154 276 260 00/01 00/03 .../... 0024/... 0327/... 157 CLB 190007 CZVR 156 350 344 00/01 00/05 .../... 0033/... 0318/... 156 CLB 190007 SEA 156 431 429 00/08 00/14 .../... 0067/... 0284/... 157 370 000000 SEA 157 459 459 00/05 00/20 .../... 0076/... 0275/... 166 370 210043 SEA 163 459 450 00/12 00/33 .../... 0096/... 0255/... 174 370 220044 SEA 171 459 422 00/10 00/43 .../... 0112/... 0239/... 172 370 220051 SEA 168 459 417 00/08 00/51 .../... 0125/... 0226/... 166 370 230051 OAK 161 458 451 00/33 01/24 .../... 0175/... 0176/... 156 370 230088 OAK 145 459 427 00/00 01/25 .../... 0176/... 0175/... 157 DSC 230088 OAK 145 417 412 00/10 01/36 .../... 0184/... 0167/... 152 DSC 230034 OAK 145 290 278 00/05 01/41 .../... 0188/... 0163/... 083 DSC 230034 OAK 078 280 304 00/02 01/44 .../... 0190/... 0161/... 321 DSC 260018 OAK 326 210 208 00/04 01/48 .../... 0205/... 0146/... FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION -25 -

FSBUILD NavLog Glossary Navlog Fuel Plan Headers and Explanations

FLT REL IFR LDS001[1] CYVR-26L/KSFO-28R[2] MACH 80 [3] A/C B767-300 LEVEL-D[4] FUEL TIME CORR TOGWT LDGWT AVG W/C [5] TAXI 000000 0000 . . . . [13]280406 [14]259835 [15]M011 [6] DEST KSFO 020570 0148 . . . . ELEV. 10 FT [7] RESV 006878 0045 . . . . [8] ALTN 002407 0015 . . . . [16] ALTN KOAK DIST 9 [9] HOLD 002293 0015 . . . . [10] EXTRA 003057 0020 . . . . [17] ZFW 245200 PAYLOAD 048200 [11] TTL AT TO 035206 0323 . . . . [18] DIST 0737 [12] REQD 035206 0323 . . . . ETD

[19] CLB BIAS 0.0%

CRZ BIAS 2.4% DSC BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL

[20] CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/0148

1. ATC Callsign or Flight Number 2. ICAO code Departure / Destination w Runway ID 3. Cruise Mach Number 4. Aircraft Type 5. Taxi fuel and time 6. Destination Fuel burn and time 7. Reserve Fuel and endurance time 8. Alternate Fuel and time 9. Hold fuel and time 10. Extra fuel and time 11. Total fuel planned at T/O (= Required Fuel - taxi fuel) 12. Required Fuel, sum of all above fuel amounts

13. Planned Takeoff Gross Weight (LBS or KGS) 14. Planned Landing Gross Weight 15. Avg. enroute wind (+ for Tailwind, - for Headwind) 16. ICAO airport code for Alternate & Distance from Destination to Alternate (if listed) 17. Aircraft Zero Fuel Weight (empty weight + payload) 18. Total planned route distance from Dep to Dest. 19. Climb, Cruise, Descent performance factors. Adjust individual aircraft burn performance to accurately reect changes in performance based on aging engines and more drag. 20. ATC and Flight Plan Route.

Navlog Main Flight Plan Legs Data

TO NM AWY N4904.6/W12308.9 YVR 115.90 007 DCT N4859.6/W12308.2 YVR2 004 J126 N4853.6/W12307.4 YVR11 006 J126

M/H FL WIND ATC M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM 148 CLB 110010 CZVR 150 268 263 00/01 00/01 .../... 0010/... 0341/... 158 CLB 100012 SEA 160 268 266 00/00 00/02 .../... 0016/... 0335/... 153 CLB 150018 SEA 154 276 260 00/01 00/03 .../... 0024/... 0327/...

1. TO data from last waypoint to current waypoint row. Three or ve letter waypoint ID (TOC/TOD =Top of Climb or Descent) 2. NXXX/WXXX - Latitude/Longitude of current waypoint. 3. ID for current waypoint (Navaid or Fix) & Navaid Freq. 4. NM nautical miles from previous to current waypoint. 5. AWY Airway ID from previous waypoint to current waypoint (SID, STAR, Airway). 6. M/H Magnetic Heading from previous to current wpt. 7. M/C Magnetic Course from previous to current wpt. 8. FL Flight Level or CLB/DSC (climb/descent). 9. TAS and G/S True Airspeed & Ground Speed. 10. ZT Segment time from previous to current wpt.

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

-26 -

FOR FLIGHT SIMULATOR USE ONLY. NOT FOR USE IN REAL AVIATION LEVEL-D SIMULATIONS FLIGHT 001 FSBUILD FLIGHT PLAN FLT REL IFR LDS001 CYVR-26L/KSFO-28R MACH 80 A/C B767-300 LEVEL-D FUEL TIME CORR TOGWT LDGWT AVG W/C TAXI 000000 0000 . . . . 128111 118106 M011 DEST KSFO 010005 0148 . . . . ELEV. 10 FT RESV 003126 0045 . . . . ALTN 001094 0015 . . . . ALTN KOAK DIST 9 HOLD 001042 0015 . . . . EXTRA 001390 0020 . . . . ZFW 111454 PAYLOAD 021909 TTL AT TO 016657 0323 . . . . DIST 0737 REQD 016657 0323 . . . . ETD CLB BIAS 0.0% CRZ BIAS 2.4% DSC BIAS 0.0% DEP BIAS 0 MIN 0 DIST 0 FUEL, ARR BIAS 0 MIN 1200 FUEL CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/0148 TO NM AWY M/H FL M/C TAS G/S ZT WIND ATC ACTME ETA ATA ACBO ABO REM AREM

WEIGHT IN KGS

N4904.6/W12308.9 YVR 115.90 007 DCT N4859.6/W12308.2 YVR2 004 J126 N4853.6/W12307.4 YVR11 006 J126 N4844.7/W12306.3 YVR20 009 J126 N4744.6/W12254.2 TOC 061 J126 N4658.2/W12254.1 OLM 113.40 045 J126 N4521.1/W12258.6 UBG 117.40 097 J126 N4407.2/W12313.3 EUG 112.90 074 J126 N4310.9/W12321.1 RBG 108.20 057 J143 N3903.1/W12316.4 ENI 112.30 246 J143 N3859.8/W12313.5 TOD 004 PYE1 N3749.4/W12245.4 STINS 073 PYE1 N3724.1/W12234.5 HADLY 026 PYE1 N3723.5/W12216.8 OSI 113.90 014 PYE1 KSFO N3737.1/W12222.4 014 PYE1

148 CLB 110010 CZVR 150 268 263 00/01 00/01 .../... 0004/... 0161/... 158 CLB 100012 SEA 160 268 266 00/00 00/02 .../... 0007/... 0159/... 153 CLB 150018 SEA 154 276 260 00/01 00/03 .../... 0011/... 0155/... 157 CLB 190007 CZVR 156 350 344 00/01 00/05 .../... 0015/... 0151/... 156 CLB 190007 SEA 156 431 429 00/08 00/14 .../... 0030/... 0135/... 157 370 000000 SEA 157 459 459 00/05 00/20 .../... 0034/... 0131/... 166 370 210043 SEA 163 459 450 00/12 00/33 .../... 0043/... 0122/... 174 370 220044 SEA 171 459 422 00/10 00/43 .../... 0051/... 0115/... 172 370 220051 SEA 168 459 417 00/08 00/51 .../... 0056/... 0109/... 166 370 230051 OAK 161 458 451 00/33 01/24 .../... 0079/... 0086/... 156 370 230088 OAK 145 459 427 00/00 01/25 .../... 0080/... 0086/... 157 DSC 230088 OAK 145 417 412 00/10 01/36 .../... 0083/... 0082/... 152 DSC 230034 OAK 145 290 278 00/05 01/41 .../... 0085/... 0080/... 083 DSC 230034 OAK 078 280 304 00/02 01/44 .../... 0086/... 0080/... 321 DSC 326 210 208 00/04 01/48 .../... 0100/... 0066/... -27 260018 OAK

CANADA AIR PILOT

Effective 0901Z 10 JUNE 2004 to 0901Z 5 AUGUST 2004

NOT FOR NAVIGATION

VANCOUVER INTL
DEP 126.125(N) 132.3(S) 363.8
2004 Her Majesty The Queen in Right of Canada, Department of Natural Resources

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

TAXI CHART
VOT 114.8
123 12.3

Geomatics Canada

VANCOUVER BRITISH COLUMBIA

TWR 118.7(S) 119.55(N) 226.5

ATIS 124.6

CLNC DEL 121.4

GND 121.7(S) 127.15(N) 275.8

49 13

123 10.7 Taxiway "A2" maximum weight 50,000 lbs. Taxiway "D2" maximum weight 100,000 lbs. Taxiway "D5", "D" restricted from simultaneous use by two A330, A340, B747 and B777 acft. Taxiways "C" and "A" see CFS(RESTRICTIONS). Taxiways "F", "Q", "W", "Y" & "Z" uncontrolled. Taxiway "C" south of "F" uncontrolled. Taxiway "J", "JA", "K", "P", "R", "S" and "T" uncontrolled vehicle crossings. Taxiway "G" and "S" not avbl to A330, A340, B747, B777, DC10, L1011 and MD11 acft departing from Apron VI. Taxiway "S" not avbl to A340-600 acft arriving from Apron VI. Taxiway "L": no right hand turns on to "L" by A330, A340, B747, B777, DC10, L1011 and MD11 acft departing Apron VI. Taxiway "C" north of Twy "F" not avbl to A330, A340, B747 & B777. Taxiway "H": no right turns from Twy "H" to Twy "H4". Taxiway "P" no right turns on to Twy "P" by B747 acft when gate 73 is acft occupied. Apron VI bypass (taxilane centreline yellow lighting): Simultaneous use of dual taxilanes restricted to DC10, L1011, B757, B767 acft or smaller. Apron VI (horseshoe): Simultaneous use of dual taxilanes restricted to B737, A320 acft or smaller. Apron III west of taxiway "C" maximum weight 12,500 lbs. NOTE: Refer to CFS PRO for GND frequency operations and engine start and run-up procedures.

123 9.5 RWY 08L ARRIVALS Reverse turns to exit rwy not authorized. Turbo-jets equipped with reverse thrust plan to exit Twy "M3" or beyond.

RWY 26R ARRIVALS Reverse turns to exit rwy not authorized. Turbo-jets equipped with reverse thrust plan to exit Twy "M4" or beyond. Acft rolling long, planning to use Twy H, see Coded Taxi Route "Hotel" in CFS. RWY 26L ARRIVALS Turns onto Rwy 30 NOT AUTHORIZED without clearance. RWY 08L/26R ARRIVALS Rapid exit Twys "M1-M6". Design speed in wet conditions is 50 kts (95 kph). RWY 08R/26L ARRIVALS Acft exiting onto "D1, turn north on "H" & hold short of "D". Do not stop in rwy area.
IX N7

VAR

19 E

M10

49 12

H4

No right turns from Twy "H" to Twy "H4".

JA

M5 M7

26R
M9

26A

49 11

30

B F II I
C

26L

CAT II HOLD POINT

EFF 10 JUN 04

TAXI CHART

NOT FOR NAVIGATION

12

08L
M8 H M6 M
M4

9940
M1
M2

M3
S

49 12

D GN H RT ND NO TH G U SO
H

H2

UNDER CONSTRUCTION
L VI G D

Bypass
VI

Q
VII
Source of Canadian Civil Aeronautical Data: 2004 NAV CANADA

L2

HOLD POINT
E

CONTROL TOWER (ASDE) 268

SOUTH

NORTH

GND GND

73 00

08R
2000 123 12

11,000
A6

D D2 D3

VIII

D1 A4 E

Y Z D5

IV W D C 49 11

3500 x 7

A2 A

SCALE IN FEET 0 2000 123 10

III

123 10.7
CHANGE: Twy "S" note added

VANCOUVER BRITISH COLUMBIA

VANCOUVER INTL

-28 -

NAD83

CANADA AIR PILOT

SID (VECTOR)

Effective 0901Z 10 JUNE 2004 to 0901Z SIMULATOR 5 AUGUST 2004 FOR FLIGHT USE ONLY. NOT FOR USE IN REAL AVIATION

NOT FOR NAVIGATION

VANCOUVER THREE DEP (YVR 3.)

VOT 114.8 ATIS 124.6 CLNC DEL 121.4 GND 121.7(S) 127.15(N) 275.8 TWR 118.7(S) 119.55(N) 226.5 DEP 126.125(N) 132.3(S) 363.8
V
TREEL

VANCOUVER INTL
Geomatics Canada

VANCOUVER BRITISH COLUMBIA

1. JET ACFT USE VNAP A 2. PROPELLER DRIVEN AIRCRAFT DO NOT EXCEED 165 KTS IN CLIMB UNTIL IN CONTACT WITH DEP CONTROL AND PASSING 4000 ASL.

2004 Her Majesty The Queen in Right of Canada, Department of Natural Resources

N49 22.5 W123 22.8

FASBO

N49 20.2 W122 56.3 N49 21.8 W122 50.3

DOLLR

N49 40.6 W122 29.6

JANEK

18

31

00

N49 21.4 W123 51.9

261

670

Hdg

PITT MEADOWS 112.4 YPK

N49 13.0 W122 42.9
21

07 R01

2000
27

V 34 2

N49 11.7 W123 49.6

ARMAC

30
33

65

00

N49 11.5 W122 31.8

FERRY

44

95 00
00 V 3 ADSIX

MODDY

J500 V 304
N49 04.4 W123 58.7

CASDY

5400 (33)

28 0 R-26 4 R-249

R-0

R-

R-

053

0 500 ) (25
26

5 21 R-

R-069
R-157

R-063
6000
23
N49 04.6 W122 33.9

COGLE

R-070
WHATCOM 113.0 HUH Ch 77
N48 56.7 W122 34.8

J534
N48 55.9 W120 50.2

N48 51.0 W123 39.4

DUNCN

69

00 40 4)
(2

VICTORIA

N48 37.7 W123 07.5

Chart not to scale

DEPARTURE ROUTE DESCRIPTION

Runways 08L, 08R, 12, 26L, 26R:

Climb runway heading or as assigned by ATC. Contact Departure Control after passing 1000 ASL unless instructed otherwise by ATC. Maintain 7000 ASL or as assigned. Expect radar vectors to filed/assigned route or depicted FIX, and clearance to flight planned altitude/flight level 5 minutes after departure. Turn left. Climb on heading 261 or as assigned by ATC. Contact Departure Control after passing 1000 ASL unless instructed otherwise by ATC. Maintain 7000 ASL or as assigned. Expect radar vectors to filed/assigned route or depicted FIX, and clearance to flight planned altitude/flight level 5 minutes after departure.

Runway 30:

NOTE: Refer to Noise Abatement Procedures for additional requirements.

EFF 19 FEB 04

VANCOUVER THREE DEP (YVR 3.)

CHANGE: 2003 Mag Var

VANCOUVER BRITISH COLUMBIA

VANCOUVER INTL
NAD83

NOT FOR NAVIGATION

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VAR

N48 18.0 W124 37.6

IMPOR

19

TATOOSH 112.2 TOU Ch 59

70

1 21 R- (75)

00

VANCOUVER 115.9 YVR Ch 106

N49 04.6 W123 08.9

V
N49 07.0 W122 30.0

J 31 486 7- -48 33 7 8
J514 V 342
IWACK

3. ALL AIRCRAFT DO NOT EXCEED 280 KTS UNTIL ABOVE 7000 ASL.

V3 47

8 J52 0 3 V3

0 370 0 2

R-3 12
27

3000

Source of Canadian Civil Aeronautical Data: 2004 NAV CANADA

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

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

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

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Overhead Panel <SHIFT><4>

Main Panel

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AFDS Mode Control Panel (MCP)

Pedestal <SHIFT><5>

FMC <SHIFT><6> FMC <SHIFT><6>

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

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Resources Level-D Simulations

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

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

Pilot Tools

Richard Stefans NavData http://www.navdata.at Vancouver Charts http://www.czvr.ca/czvr/airports/elds.aspx?icao=cyvr San Francisco Charts http://www.zoaatc.com/airports/ksfo.html SimRoutes http://www.SimRoutes.com SmartCockpit http://www.smartcockpit.com/

Programs

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

Books

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

767 Tidbits The 767-300ER ew for the rst time in 1986, but received no commercial orders until American Airlines purchased several in 1987. The aircraft entered service with AA in 1988. In 1995, EVA Air used a 767-300ER to inaugurate the rst transpacic 767 service. The 767 is the favorite airplane on Atlantic routes; it ies across the Atlantic more frequently than all other jetliners combined. If GE CF6-80C2B8F engines were attached to a typical automobile (or a 1992 Plymouth Voyager), at takeoff power the car would accelerate from zero to 60 mph (96.5 kph) in less than half a second. There are 3.1 million parts in a 767 provided by more than 800 suppliers. There are 117 miles (188 km) of wires in a 767300ER.
-35 -Version 2.00. June 2, 2005 LDS767 Tutorial Flight 001.