-1 -

-2 -

Contents

Introduction ..................................... 3The Level-D Team .......................... 3Maintenance & Set-up .................... 4, 5Conguration Manager ................... 6Creating a Cold & Dark le ............. 6

LDS767 CYVR-KSFO TutorialFlight Deck Preparation .................. 7-11Flight Management Computer ........ 8Before Starting Engines .................. 12Starting Engines ............................. 12, 13After Start ....................................... 13Before Takeoff ................................. 13Takeoff ............................................ 14, 15Climb & Cruise ................................ 15-18FMC (II): Runway 28R .................... 16FMC (III): The Arrival ...................... 17MAP: Missed Approach .................. 18Descent .......................................... 19Approach ........................................ 20Landing ........................................... 21After Landing .................................. 21Shutdown ........................................ 21

Appendixa. Beta Bonus Page I ................. 22b. Beta Bonus Page II ................ 23c. Checklist ................................. 24d. Flight Plan LBS ....................... 25e. FSBUILD Glossary ................. 26f. Flight Plan KGS ....................... 27g. CYVR Charts .......................... 28, 29h. KSFO Charts .......................... 30-32i. Panel Diagrams ....................... 33, 34 j. Resources ................................ 35

Files included with this DOWNLOADED DOCUMENTLDS767 route le: CYVRKSFO.rte

LD

S 7

67

-30

0E

R

LDS

767

Tuto

rial F

light

001

. Ver

sion

2.0

0. 0

6/02

/200

5YVR-SFO CYVR-KSFO

LDS001 ~ Golden Gate Run

-3 -

Welcome 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

Main Development Wade Chafe Laurent Crenier Pedro Sousa (FMC) Aircraft Visual Model Yutaka Mitsushi Aircraft & Panel Artwork Yutaka Mitsushi Gary Hayes Eric Ernst

Pilots Manual Eric Ernst

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)

Technical Advisors David Barrington (B767 Captain) Eric Ernst (B767 First Ofcer) Marco Koolstra (B767 Engineer) Joe Panford (B767 Captain) Sean Trestrail (B767/A330 Captain)

Aircraft Sounds Ben Alexander Brown Eric Ernst Tero Partanen Aircraft Photographs David Barrington Eric Ernst Mark McGrath

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

LEVEL-D SIMULATIONS

-4 -

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

-5 -

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

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 SwitchSounds > 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 DXT3DXT3 textures load quicker: use less system resources.Selected Airport > CYVR, Vancouver IntlGate > Gate 32Fuel & Payload > 35476 (15876 kgs) (43%, 1%, 43%)

c. Press FLY NOW!

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

ALTERNATE: choose one of the downloaded situation les.

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.

Sub-screen Cargo Load

CYVR-KSFO Level-D Sims 767-300ER Load Sheet

Dry Operating Weight 197000 lbs (89359 kgs)

Passenger Zone A 1848 lbs (838 kgs)Passenger Zone B 9744 lbs (4420 kgs)Passenger Zone C 8568 lbs (3886 kgs)Passenger Zone D 8568 lbs (3886 kgs)

Cargo Hold 1 4175 lbs (1894 kgs)Cargo Hold 2 5166 lbs (2343 kgs)Cargo Hold 3 4998 lbs (2267 kgs)Cargo Hold 4 3700 lbs (1678 kgs)Cargo Hold 5 1491 lbs (676 kgs)

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

-6 -

Creating a Cold & Dark Situation leConguration Manager

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 kgMax 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 gener-ated with this information - it is named 767loadsheet.txt and is saved to the Aircraft>LVLD_763 folder.

8. Exit the Conguration Manager.

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 loca-tion, weather, time & season or fuel. Choose Fly Now. The simulator will load with the engines running.

2. Shut down the aircraft. Follow the Shutdown & Com-plete 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 semi-colon 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.

-7 -

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 or OVHD button and begin the...

PreFlightBattery Switch .............................. ON Standby Power Selector .............. AUTO APU GEN switch ........................... Pushed IN Bus Tie Switches .......................... AUTO Utility Bus Switches ..................... ON GEN CONT Switches ................... Pushed IN External Power ............................. Establish Press ON when AVAIL light illuminates. 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.

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

Position Light ............................... ONThe position lights are the red, green and white lights found at the tips of the wings.

IRS Mode Selectors (3) ................. NAVReal align time is ten minutes.

FMC Initialisation ......................... POSITIONFor this tutorial this is not necessary. Should you wish to en-ter 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 . Each overhead panel system is checked in an downward ow beginning at the top of each overhead panel col-umn. After the overhead is checked, the ight instru-ments and AFDS panel are checked from left to right. From the AFDS panel, follow down the EICAS screens to preight the pedestal systems.

Overhead PreparationYaw Damper Switches .................. ONCheck to make sure both switches are ON. These switches are always left ON.

EEC Switches ................................ ONCheck to make sure both switches are ON. These switches are always left ON

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

Overhead Cautions ....................... Check Check for normal indications (ex. Door lights).

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

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.

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.

-8 -

APU ............................................... As requiredStart the APU (if necessary) or establish external power.

Cockpit Voice Recorder TestListen for test tone.

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

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

Fuel Panel ..................................... SetForward and Aft main fuel pumps OFF. Center fuel pumps OFF. Crossfeed switches OFF.

Fuel quantity and balance ........... Check Check the proper fuel load and balance: LDS001: Fuel 35476 lbs. Left 43%, Center 1%, Right 43%.

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

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

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

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

Recirc Fan Switches ..................... ON These switches are always left ON.

Pack Control Selectors ................ As requiredIf the APU is in use, turn the pack switches to AUTO. If external air is in use, turn pack switches OFF.

Isolation switches ......................... ON Left and Right switch ON. Center switch guarded ON.

Engine Bleed Switches ................ ON These switches are always left ON.

APU Bleed Switch ......................... ONStandard: These switches are always left ON. Alternate: APU should be running at least one minute, minimum, before turning the APU Bleed ON.

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

Flight Managment System (FMS)

The Flight Management System allows the pilot to man-age the aircrafts vertical and lateral paths automatical-ly. It also provides a resource for aircraft performance data related to aircraft speed, altitude, fuel consump-tion, 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 air-craft 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 con-trol information in the FMC. The AFDS MCP permits selection of LNAV and VNAV and performs the opera-tions 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 lo-cated on a sub panel which can be displayed by press-ing the FMC button on the main panel or by using the keyboard combination . 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 (hu-man 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.

-9 -

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 en-try 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 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 di-rectory (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 scratch-pad and pressing 3R LSK. If the ight plan loads cor-rectly into the FMC, you may skip the following manual ightplan entry section.

Press NEXT PAGE Function Key (FK) to enter our ight plan into the RTE1 page.

Flightplan (pg. 25) YVR J126 EUG J143 ENI.PYE1Enter 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).

Enter PYE into the ScratchpadPress 4R LSK (TO column)

Enter STINS into the ScratchpadPress 5R LSK (TO column)Press NEXT PAGE (FK)

Enter HADLY into the ScratchpadPress 1R LSK (TO column)

Enter OSI into the ScratchpadPress 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

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 acti-vated. Modications made to ACT RTE 1 will display MOD ACT RTE 1.

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.

-10 -

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

DEPARTURES page is displayed.

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 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 auto-lled 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.

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 calcu-lated ECON speed.

Press 2R LSK (COST INDEX). The scratchpad entry of 90 will transfer to 2R LSK. Our performance initialisa-tion 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).

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 INIT REF (FK). Close the FMC.

-11 -

Alright, weve completed the preparation of the OVER-HEAD 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

Flight Instruments ........................ Set 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 CheckEHSI Check. Range and display mode set as required. (10-mile Map mode is normal).ASA BlankAltimeter - Set altimeter VSI Indicates 0Clock Set. Standby Instruments Set

Warning Annunciators ................. Check All should be off.

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

TRP ....................................... Set TO and derateThese are preselect derates for CLB 1 or CLB2.

Flap Indicator ................................ Set 0Check warning lights are off and that the indicator agrees with the ap handle.

Alternate Flap Selector ................ NORMCheck selector set to NORM and ALTN not displayed in the LE or TE switches.

Landing Gear ....................... DOWN and GREENCheck no amber lights illuminated.

Alternate Gear Switch .................. Guarded OFF GND PROX Override Switches .... OFFParking Brake ............................... SET Stab Trim Cutout Switches .......... NORM Spoilers ......................................... DOWN Throttles ........................................ ClosedFuel Control Switches .................. CUT OFF Flaps ............................................. UP Engine and APU Fire Panel .......... Normal Check that no handle is pulled or turned.

Cargo Fire Panel ........................... NormalTransponder .................................. Set Set to desired code and leave turned OFF

Comm Panel ................................. Set Audio Panel .................................. SetSet knobs as required

ILS Frequency ............................... As RequiredSet to PARK or to required ILS frequency for departure

Aileron and Rudder Trim .............. Set 0

The following procedures are used in normal operations. These procedures are done by memory with reference to an abbreviated checklist. The abbreviated checklist is included with this tutorial (pg. 24).

Okay, Captain, our departure time has arrived. The pas-sengers 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 ........................... ONPress the ALERT to notify the F/As that its time to go.

WARNING: The crew must ensure the nosewheel steer-ing and the rudder pedals are not moved until after the signal man has cleared the aircraft from the ramp. Se-rious 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.

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

-12 -

Starting Engines

Its time to light those General Electric CF6-80C2 en-gines (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

Engine Start PanelThe 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 posi-tion 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 opera-tion. 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.

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 il-lumination of the VALVE light indicates that the start valve has opened. A magenta index line on the N2 gauge indi-cates 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.

Before Starting Engines

EICAS Messages .......................... CANCELHydraulic Panel ............................. ON and AUTOTurn ON primary electric pumps and demand pumps to AUTO.

Fuel Panel ...................................... SetTurn ON fuel pumps in all tanks with fuel. For this ight the Center Pumps should be OFF.

Red Anti-collision Lights ............. ONPack Switches .............................. OFFNOTE that compartment temperatures will rise.

Stabilizer Trim ............................... 2.7 / 2.6 unitsConrm 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.

Flight Controls ............. CheckDisplay STATUS page and check cor-rect movement of ailerons and elevator. Restore ENGINE display when nished.

Doors ......... Closed, Lights OutTakeoff Brieng ..Accomplish Verify performance and navigation data in the FMC and brief the takeoff proce-dure. 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 down-wind 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.

-13 -

RUNEngine & Spar Valves are commanded open.

CUT OFFEngine & Spar Valves are commanded closed.

ENG VALVEIndicates that the engine valve is not in the commanded position. Illuminates momentarily when the valve is in transit.

SPAR VALVEIndicates that the spar valve is not in the commanded position. Illuminates momentarily when the valve is in transit.

The upper EICAS CRT displays CAS messag-es 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 sepa-rate 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.

After Starting Engines

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

Isolation Switches (L and R) ........ CLOSEDPack Switches .............................. AUTO Autobrake Selector ....................... RTO EICAS ............................. RECALL & CHECKCheck for appropriate CAS messages and engine indica-tions. There should be no messages displayed in normal operations.

Ground Equipment ...................... Disconnect Ensure ground connections are clear.

Runway Turn-off Lights ............... ONNose Wheel Landing Lights ........ ON

Starting Engines Contd

Announce Starting (RIGHT/LEFT) Engine. The right engine is normally started rst.

L or R Start Selector ..................... GND OVERHEAD PANEL: Set the appropriate start selector to GND to begin the start sequence.

L or R Fuel Control Switch .......... RUN 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 indi-cations or if temperature exceeds 750 during start.Conrm N1 rotation within 30 seconds of Stabilized N2.

At 50% N2, Conrm Start Selector AUTO Conrm start selector returns to AUTO.

Repeat procedure for remaining engine

Okay, its time to taxi via Golf, Hotel, & Delta & hold short runway 26L (Consult the CYVR taxi chart pg. 27). Dur-ing 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.

Before Takeoff

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

Flight Attendants ......................... NotifyPress the ALERT button on the OVERHEAD panel.

FUEL CONTROLRUN

CUT OFF

ENG VALVE

ENG VALVE

SPAR VALVE

SPAR VALVE

-14 -

Takeoff

Arm the Autothrottle & turn on the Anti-collision Lights be-fore 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 .................................................. ArmExterior Lights ............................. Set Turn on landing lights and anti-collision lights.

Transponder .................................. Mode CTCAS .............................................. Set TA/RANote: 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.

Clock ETE ...................................... RUNThrottles .................. Advance to 70% N1Smoothly advance the throttles to approximately 60-70% N1, and allow the engines to stabilize.

A/T ............................ Arm & engage N1 mode Verify proper thrust is set prior to 80 knots.Observe the takeoff thrust being set (N1 gauge), and even-tually 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 80 knotsVerify THR HOLD mode. Observe the FMA annunciating the release of the A/T servos with THR HOLD, and make a mental note of moving from the low-speed abort to the high-speed abort stage.

At 5 kts before V1 move your hand from the throttle lever to the yoke and mentally prepare to take ANY problem into the air, excluding situations where the aircraft con-trollability is severely impaired or if the aircraft other-wise becomes unyable

Monitor airspeed for V1 and VrAt Vr, rotate smoothly until airborne and then establish an approximate 15 pitch up attitude. Then follow the FD pitch commands.

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 UpGear handle UP, then OFF when retracted.

Once in the air, point the nose to an attitude that will re-sult 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 acceler-ate past the desired target speed, do not increase the pitch to slow down, just settle with what you end up with.

At 400Select 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 air-craft 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.

At 1000 AGL select a VERTICAL mode on the MCP, ie. VNAV, FL CH or V/S (used primarily in engine out situ-ation).

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 scheduleWhen passing Set aps Vref30+20 ............................. 5 Vref30+40 ............................. 1 Vref30+60 ............................. UP

When aps are UP, maintain a minimum airspeed of Vref30+80. Normally climb out at 250 knots until reach-ing 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 thrustVerify set to CLB, CLB1 or CLB2 as desired.

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 fol-low the Lateral & Vertical modes of the ight plan.

-15 -

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

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 con-stant 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 ap-proach 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 PanelMonitor balance and turn off Center Fuel Pumps when center tank is empty.

After cleaning up the aircraft, there are still some proce-dural 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 con-centrate on getting the aircraft safely away from the airport within the published boundaries of the depar-ture. Above all: FLY THE AIRCRAFT.

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, com-plete 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 brio-che, 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).

-16 -

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

-17 -

Press VNAV (FK). The ACT ECON CRZ (2/3) page will be displayed. On this page, you can view your com-manded ight level, cruise speed, true airspeed, step climb format (in this instance ICAO), step climb infor-mation, 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.

Press NEXT PAGE (FK). The ECON DES 3/3 page will be displayed. On this page, you can view your desti-nation runway, the runway altitude, the speed for the descent, the speed transition altitude. You can manu-ally 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.

The DES NOW> at 6R LSK will enable an immediate de-scent 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 Mal-den 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.

Rotate the Display control on the EHSI panel from MAP to PLAN. PLAN MODE will display a true north ori-ented map of the current FMC route on the EHSI. The FMC LEGS page displays 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 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 . 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 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).

NOTE: Stay ahead of the aircraft. For this tutorial we are planning our arrival & runway BEFORE the de-scent. 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.

-18 -

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 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 fur-ther 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.

-19 -

Press 3R LSK (30 131KT) (VREF). The ap/speed set-ting 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 set-ting 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 automatical-ly 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 dif-ferent ap/speed combination. Entries in this data eld have no effect on other performance data.)

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

Descent

Below 18,000 feet (or transition altitude) Set local altimeterBelow 10,000 feetLanding Wing Lights .................... ON Verify FMC arrival and approachProgram arrival and approach xes as required.

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 Set, tune and identify instruments and radios required for an instrument approach.

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

Autobrakes .................................... As requiredSet 1 through MAX AUTO as appropriate. The use of auto-brakes is at pilot discretion.

Approach brieng ......................... CompleteReview, discuss, evaluate, and conrm all aspects of the impending arrival. That means planningthe procedure for go-around and/or missed approach; nal speed & aps/set-ting; other pertinent information that you and your crew will need to make a safe landing.

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 air-craft 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.

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).

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 to slow the 767 down.

-20 -

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 main-tain 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 main-tain the selected airspeed. The throttle hold mode disconnects the autothrottle from the power levers which allows the pilot to manu-ally control thrust during the descent.

Allow the aircraft to settle at 220 kts and 5000. Make sure your Speed-brakes are retracted .

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 but-ton. 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. Moni-tor 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 annun-ciated 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.

-21 -

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 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

On downwindSet aps 5 & speed 180 (Vref30+60).

Glideslope alive or 1500 RAGear DOWN and Flaps 20.

Speed brakes ................................ ARMED Glideslope capture or 1000 RASet aps for landing (25 or 30). Landing aps 30 is normal. Set speed to Vapproach.

Set Missed Approach altitudeDial altitude into MCP ALT window.

Monitor approach progressAt DA (instrument approach) or 500 feet, announce LAND-ING. If unable to land, execute a go-around (Go-around Procedure on page 23).

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

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 ................ DeselectDeselect external power or turn off the APU.

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

Shutdown

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

Engine Anti-Ice Switches ............. OFFIsolation Switches (L and R) ........ ONThis permits the APU to supply air to both packs.

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

Fuel Pump Switches ..................... OFF Red Anti-Collision lights .............. OFF

Final approach airspeed is maintained until crossing run-way 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 ap-proximately 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 speed-brakes 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 Runway turn-off lights & white anti-collision lights ON.

Flight Director Switches .............. OFFAutobrakes .................................... OFF Speed brakes ................................ DOWNStab Trim ....................................... 4 units Flaps .............................................. UP Transponder .................................. OFF APU ................................................ As requiredStart 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 passen-gers and reload for the return ight to Vancouver. Choose the appropriate gate for your carrier.

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 pro-ducing in depth tutorials and modules for the 767 and for the next LDS offering: the 757.

The LDS Team

-22 -

1. Transponder Keypad. Enter your ATC-assigned Squawk Code here.

2. Squawk Code appears here.3. IDENT button. When ATC asks you to

Squawk Ident, Press button.4. TCAS Mode Selector: XPDR ONLY

(Transponder Only), TA (Trafc Ad-visory) 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.

5. TCAS status: SBY (Standby), AUTO and ON.

6. EHSI Range Selector. Press to toggle the EHSI TCAS display on/off. Targets are visible +/- 2700 of aircraft.

7. EHSI. a. TCAS Status Display: The status of

the TCAS system is displayed here. TFC - Trafc display is active. TA ONLY - TCAS is in Trafc Advisory mode. Reso-lution Advisories are disabled. TCAS OFF - TCAS system is OFF. No trafc information or advisories are available. (blank) - TCAS display is toggled OFF 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.

Beta Bonus Page I

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 follow-ing 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, air-speed, radio height and closure rate.

TOO LOWFLAPS - The aps are not in the landing congu-ration (25 or 30) in close proximity to the ground. The warn-ing envelope depends on radio altitude and airspeed.

TOO LOWGEAR - The gear are not down in close proxim-ity to the ground. The warning envelope depends on radio altitude and airspeed.

TOO LOWTERRAIN Announced when the aircraft has un-safe 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 au-ral warning, and a Master Warning. The warning is cancelled when the conditions no longer exist.

b. Other Trafc: Trafc that is not a threat 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 col-lision airspace are displayed as yellow circles. An aural TRAFFIC TRAFFIC announcement is generated and TRAF-FIC (in yellow) is displayed on the EHSI.

e. Resolution Advisory (RA) Trafc: Immediate threat aircraft within 15 to 35 seconds of entering the collision airspace are displayed as red squares. Vertical guidance aural commands are generated and TRAFFIC (in red) is displayed on the EHSI. Display returns to normal with the CLEAR OF CONFLICT announcement.

f. TRAFFIC Event Display: Displays in yellow for a TA event and red for an RA event.Note: As a matter of convention, lower trafc have negative values with data tags displayed below the trafc symbol. Higher trafc have positive values with data tags displayed above the trafc symbol.

a

b c

d e

TRAFFICf

Transponder & Trafc Collision Avoidance System

Ground Proximity Warning System

-23 -

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 pas-senger 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.

Emergency DescentAUTOTHROTTLE ................................. AS DESIREDTHROTTLES ........................................ CLOSESPOILER HANDLE ............................. FULL AFTNO SMOKING AND SEAT BELT SIGN ONDescent straight ahead or initiate moderate bank (max 30)

TARGET SPEED ................................. MAX VmoENGINE 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 ap-proximately 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

Go Around Procedure

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

After positive rate of climb established ........................................................ GEAR UPPosition gear lever UP. After GEAR and DOORS lights extinguish, position landing gear lever OFF.

Select LNAV modeAt ap retraction altitude, set spd VREF + 80 knots ................................................CLIMB THRUSTCLB thrust mode .......................... SELECTFLAPS ............................__ap retraction schedulePosition ap lever as required.

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

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 COM-MAND.

ENGINE FAILURE PROCEDURE (EFP): STRAIGHT AHEAD.

EFFRA 1000 FT (Engine Failure Flap Retraction Alti-tude) STRAIGHT AHEAD 2200 FT

(RIGHT TURN to BUN, CLIMBING TO 3000 FT RE-TURN 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, transi-

tion, 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 altitudeA : acceleration altitudeT : transition altitudeS : safety altitude (in 100 NM range)

Beta Bonus Page II

-24 -

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 STARTENGINE ANTI-ICE ................................................................................. AS REQISOLATION 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

-25 -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/CTAXI 000000 0000 . . . . 280406 259835 M011DEST KSFO 020570 0148 . . . . ELEV. 10 FTRESV 006878 0045 . . . .ALTN 002407 0015 . . . . ALTN KOAK DIST 9HOLD 002293 0015 . . . .EXTRA 003057 0020 . . . . ZFW 245200 PAYLOAD 048200TTL AT TO 035206 0323 . . . . DIST 0737REQD 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

CYVR YVR J126 EUG J143 ENI.PYE1 KSFO/0148 M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM N4904.6/W12308.9 148 CLB 110010 CZVRYVR 115.90 007 DCT 150 268 263 00/01 00/01 .../... 0010/... 0341/...

N4859.6/W12308.2 158 CLB 100012 SEAYVR2 004 J126 160 268 266 00/00 00/02 .../... 0016/... 0335/...

N4853.6/W12307.4 153 CLB 150018 SEAYVR11 006 J126 154 276 260 00/01 00/03 .../... 0024/... 0327/...

N4844.7/W12306.3 157 CLB 190007 CZVRYVR20 009 J126 156 350 344 00/01 00/05 .../... 0033/... 0318/...

N4744.6/W12254.2 156 CLB 190007 SEATOC 061 J126 156 431 429 00/08 00/14 .../... 0067/... 0284/...

N4658.2/W12254.1 157 370 000000 SEAOLM 113.40 045 J126 157 459 459 00/05 00/20 .../... 0076/... 0275/...

N4521.1/W12258.6 166 370 210043 SEAUBG 117.40 097 J126 163 459 450 00/12 00/33 .../... 0096/... 0255/...

N4407.2/W12313.3 174 370 220044 SEAEUG 112.90 074 J126 171 459 422 00/10 00/43 .../... 0112/... 0239/...

N4310.9/W12321.1 172 370 220051 SEARBG 108.20 057 J143 168 459 417 00/08 00/51 .../... 0125/... 0226/...

N3903.1/W12316.4 166 370 230051 OAKENI 112.30 246 J143 161 458 451 00/33 01/24 .../... 0175/... 0176/...

N3859.8/W12313.5 156 370 230088 OAKTOD 004 PYE1 145 459 427 00/00 01/25 .../... 0176/... 0175/...

N3749.4/W12245.4 157 DSC 230088 OAKSTINS 073 PYE1 145 417 412 00/10 01/36 .../... 0184/... 0167/...

N3724.1/W12234.5 152 DSC 230034 OAKHADLY 026 PYE1 145 290 278 00/05 01/41 .../... 0188/... 0163/...

N3723.5/W12216.8 083 DSC 230034 OAKOSI 113.90 014 PYE1 078 280 304 00/02 01/44 .../... 0190/... 0161/...

N3737.1/W12222.4 321 DSC 260018 OAKKSFO 014 PYE1 326 210 208 00/04 01/48 .../... 0205/... 0146/...

WEIGHT IN LBS

-26 -

Navlog Fuel Plan Headers and ExplanationsFLT 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 Number2. ICAO code Departure / Destination w Runway ID3. Cruise Mach Number4. Aircraft Type 5. Taxi fuel and time6. Destination Fuel burn and time7. Reserve Fuel and endurance time8. Alternate Fuel and time9. Hold fuel and time10. Extra fuel and time11. 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 Weight15. Avg. enroute wind (+ for Tailwind, - for Headwind)16. ICAO airport code for Alternate & Distance from Des-tination 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 M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM N4904.6/W12308.9 148 CLB 110010 CZVRYVR 115.90 007 DCT 150 268 263 00/01 00/01 .../... 0010/... 0341/...

N4859.6/W12308.2 158 CLB 100012 SEAYVR2 004 J126 160 268 266 00/00 00/02 .../... 0016/... 0335/...

N4853.6/W12307.4 153 CLB 150018 SEAYVR11 006 J126 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 cur-rent 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.

FSBUILD NavLog Glossary

-27 -

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/CTAXI 000000 0000 . . . . 128111 118106 M011DEST KSFO 010005 0148 . . . . ELEV. 10 FTRESV 003126 0045 . . . .ALTN 001094 0015 . . . . ALTN KOAK DIST 9HOLD 001042 0015 . . . .EXTRA 001390 0020 . . . . ZFW 111454 PAYLOAD 021909TTL AT TO 016657 0323 . . . . DIST 0737REQD 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

M/H FL WIND ATCTO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM

N4904.6/W12308.9 148 CLB 110010 CZVRYVR 115.90 007 DCT 150 268 263 00/01 00/01 .../... 0004/... 0161/...

N4859.6/W12308.2 158 CLB 100012 SEAYVR2 004 J126 160 268 266 00/00 00/02 .../... 0007/... 0159/...

N4853.6/W12307.4 153 CLB 150018 SEAYVR11 006 J126 154 276 260 00/01 00/03 .../... 0011/... 0155/...

N4844.7/W12306.3 157 CLB 190007 CZVRYVR20 009 J126 156 350 344 00/01 00/05 .../... 0015/... 0151/...

N4744.6/W12254.2 156 CLB 190007 SEAT