757-767 Study Guide

Boeing 757-767 Study Guide
For Training Purposes Only
Caveat Emptor
This Study Guide is for training purposes only and does not replace any official publication. Every
effort has been made to ensure accuracy, but there is no guarantee and no liability. Always
remember that Delta publications have priority over anything here and be sure to compare the date
on the Study Guide with the dates on current Delta manuals since it always takes a while to update
the Study Guide after the manuals change. Furthermore, be aware this Study Guide doesnt cover
everything we need to know to safely operate the airplane. There is plenty in the manuals that isnt
covered here. Finally, please remember this Study Guide is a collection of both procedures and
techniques, with no distinction between the two. It would be unwise to argue with your instructor
or evaluator if he or she tries to show you another way to do something.
Comments and suggestions are always welcome and please be sure to let me know if you find
errors or if the Training Department changes the way we should do things. Theres a feedback link
on the website.
Fly safe!
Dave Collett
October 31, 2015
www.convectivedigital.com
1
Memory Items
Aborted Engine Start
Fuel Control switch (affected side) CUTOFF
Airspeed Unreliable (757)
Autopilot Disengage switch Push

Autothrottle ARM switch Off
Flight Director switches (both) Off
If necessary to stabilize the aircraft, set the following gear up
pitch attitude and thrust:
Flaps extended 10 and 75% N1
Flaps up 4 and 75% N1
Airspeed Unreliable (767)
Autopilot Disengage switch Push

Autothrottle ARM switch Off
Flight Director switches (both) Off
If necessary to stabilize the aircraft, set the following gear up
pitch attitude and thrust:
Flaps extended 10 and 80% N1
Flaps up 4 and 75% N1
Cabin Altitude or Rapid

Depressurization
Don the oxygen masks.

Establish crew communications.
Dual Engine Failure
Engine Start selectors (both) FLT

Thrust Levers (both) Idle
Fuel Control switches (both) CUTOFF, then RUN
Engine Fire or Engine Severe

Damage or Separation
Autothrottle ARM switch OFF

Thrust Lever (affected side) Confirm Idle
Engine Limit or Surge or Stall
Autothrottle ARM switch OFF

Thrust Lever (affected side) Confirm Retard until engine
indications stay within limits or the thrust lever is at Idle
Evacuation Flow
Use the checklist if possible.

If using the checklist is not possible, use this flow pattern:
Stop set the parking brake
Configure open the outflow valve
Shutdown cut off both Fuel Control switches
Evacuate away from any fire
Dave Collett
October 31, 2015
2
Recall Limitations
Automatic Landing
Wind limits when weather minima are predicated on autoland

operations (CAT II autoland or CAT III):
Maximum Headwind 25 knots
Maximum Crosswind 25 knots*
Maximum Tailwind 10 knots
* Despite the Boeing limitation of 25 knots, Delta Ops Specs
further limits the crosswind to 15 knots to initiate or land from
a CAT II or CAT III approach. For CAT I or higher visibility,
the autoland crosswind limit is 40 knots.
Autopilot
After takeoff, the autopilot must not be engaged below

200 ft. AGL.
Use of aileron trim with the autopilot engaged is prohibited.
Flight Controls
The maximum altitude for flap extension is 20,000 feet.
Maximum Operating Altitude
757 42,000 feet pressure altitude.

767 43,000 feet pressure altitude.
Maximum Takeoff and Landing

Tailwind Component
10 knots or as permitted by Delta Special Pages (Green Pages).
Takeoff and Landing Crosswind

Limit
40 knots, including gusts.

The crosswind component may be further limited by low
visibility approaches, autolands or contamination.
Refer to SP 16 for Guidelines for Contaminated Runways.
Turbulent Air Penetration Speed
290 KIAS/.78 Mach, whichever is lower.
Dave Collett
October 31, 2015
3
Non-Recall Limitations
ACARS
ACARS is limited to the transmission and receipt of messages which

will not create an unsafe condition if the message is improperly
received, however Pre-Departure, Digital ATIS, Oceanic Clearances,
Weight and Balance, and Takeoff Data messages can be transmitted
and received over ACARS if they are verified per approved
operational procedures.
Air Conditioning
When the airplane is electrically powered for more than 20 minutes on

the ground and the outside air temperature is 34 C (94 F) or greater,
equipment cooling must be provided in accordance with the table in
the Limitations section of Volume 1.
APU Limitations
The starter duty cycle is a maximum of 3 consecutive starts or start

attempts within a 60-minute period.
In flight, APU bleed air is available up to approximately 17,000 feet.
Automatic Landing
Do not use the autopilot below 100 feet radio altitude at airport
pressure altitudes above 8,400 feet.
Autoland is authorized for Flaps 25 or Flaps 30 landing only.
Do not autoland the aircraft when ground speed exceeds 165 knots.
Door Mounted Escape Slides
Entry door evacuation slide systems must be armed and engagement of

the girt bar with the door sill verified prior to taxi, takeoff or landing
whenever passengers are carried.
EGT Limitations
EGT limitations vary by airplane and engine. Refer to the Limitations

section of Volume 1.
757 if start EGT surpasses 485 C (red radial) but does not exceed
545 C, engine shut down is not required. Make a logbook entry and
contact MCC prior to dispatch for further guidance.
767 if maximum engine start limits are exceeded, shut down the
engine. Maintenance action is required prior to further operation.
Engine Emergency Conditions
The published operating limits for engines relate to predefined normal

and abnormal operations. If, however, any crew finds itself in a lifethreatening situation which requires an application of thrust beyond
the certified takeoff limits, they can feel confident that the engine(s)
will operate satisfactorily for whatever reasonable time is required to
maintain safe control of the aircraft.
Dave Collett
October 31, 2015
4
Engine Ignition
Continuous ignition must be on (Engine Start Selector in the CONT

position) while operating in severe turbulence.
Continuous ignition is automatically provided with the flap lever out
of the UP position or in icing conditions when engine anti-ice is on.
Engine Indicating
The flight crew shall not blank the engine vibration display during
takeoff.
Engine Limit Display Markings
Minimum and maximum limits are red.

Caution limits are amber.
Engine Starter Duty Cycle
Continuous for 5 minutes.

Cool for 30 seconds per minute of operation.
Flight Controls
Full application of pitch, roll, or yaw controls should be confined to

speeds below the maneuvering speed. Rapid and large alternating
control inputs, especially in combination with large changes in pitch,
roll, or yaw, and full control inputs in more than one axis at the same
time should be avoided as they may result in structural failures at any
speed, including below the maneuvering speed.
Flight Deck Access System
Verify that an operational check of the Flight Deck Access System has
been accomplished according to approved procedures once each
flight day.
Fuel
Use of Jet B and JP4 is prohibited.

The maximum fuel temperature is 49 C (120 F).
The maximum fuel imbalance for dispatch is 1,500 pounds.
The minimum inflight fuel tank temperature for Jet A is -37 C. Other
fuels have lower minimum temperatures and are listed in the
Limitations section of Volume 1. These temperatures are 3 degrees
above the fuel freeze point.
GPWS
Do not use the terrain display for navigation.

Terrain awareness alerting and terrain display functions are prohibited
within 15 nm of takeoff, approach or landing on a runway or airport
not contained in the GPWS airport database. Crews will be notified
of those runways/airports via EFB or flight plan remarks.
Look-ahead and Terrain alerting and display functions must be
inhibited by selecting the Ground Proximity Terrain Override switch
to OVRD if:
the FMS is operating in IRS NAV only
prior to takeoff, FMS position updating is not accomplished or
actual runway position is not verified by ensuring, with the 5 or 10
nm range selected on the EFIS control panel, the airplane is
displayed at the appropriate point on the runway symbol
Dave Collett
October 31, 2015
5
HF Radios
Do not operate HF radios during refueling operations.
Logbook Entry
A logbook entry is required any time an aircraft limitation is exceeded,

e.g., an overweight landing, engine exceedance, etc.
Maximum Takeoff and Landing

Altitude
8,400 feet pressure altitude for most airplanes.

9,500 feet pressure altitude for ships 636, 638, 640-641, 6815-6817
and 6901-6904.
N2 Control Mode (757 Only)
Takeoff in N2 control mode (ENG LIM PROT light illuminated) is not

permitted.
Reverse Thrust
Reverse thrust is for ground use only.

Backing the airplane with reverse thrust is prohibited.
Runway Slope
2%
RVSM Altimeter Cross Check Limits
Standby altimeters do not meet altimeter accuracy requirements of

RVSM airspace.
The maximum allowable difference between the Captains and First
Officers altimeters for RVSM operation is 200 feet.
The maximum allowable difference between the Captains or First
Officers altimeter and field elevation is 75 feet at all field elevations.
The maximum allowable difference between the Captains and First
Officers altimeters on the ground varies by airplane and field
elevation, but if they are within 25 feet of each other they satisfy the
most restrictive condition.
TCAS
Pilots are authorized to deviate from their current ATC clearance to the
extent necessary to comply with a TCAS resolution advisory.
Weather Radar
Do not operate the weather radar in a hangar or within 50 feet of any

fuel spill.
Hangar and personnel restrictions do not apply to weather radar test
mode.
Dave Collett
October 31, 2015
6
Weight Limitations
Maximum weight limitations vary by airplane and tail number. Refer

to the Limitations section of Volume 1.
On the 757, if the main tanks are not full, center tank fuel may not
exceed 2,000 pounds.
On the 767, the center tank may contain up to 22,000 pounds of fuel
with less than full main tanks provided center tank weight plus actual
zero fuel weight does not exceed the maximum zero fuel weight and
center of gravity limits are observed. With the fuel jettison system
installed and activated, total fuel must not be less than 10,300 pounds
in the main tanks.
Weights may be further restricted by field length limits, climb limits,
tire speed limits, brake energy limits, obstacle clearance, or enroute
and landing requirements.
Dave Collett
October 31, 2015
7
Maneuvers
NORMAL TAKEOFF PROFILE (Distant/ICAO NADP 2)
Confirm alignment with the intended departure runway on the HSI.
Release brakes and advance thrust levers. Allow the engines to stabilize momentarily then promptly advance the
thrust levers toward takeoff thrust. Ensure the engines accelerate symmetrically. Maintain light forward pressure
on the control column until 80 knots.
At 70% N1/1.1 EPR minimum: N1 or EPR as appropriate. [PF]
After takeoff thrust is set, the Captains hand must be on the thrust levers until V1.
At 80 knots: 80 knots, Throttle Hold, Thrust Normal. [PM]
At appropriate speeds: V1 . . . Rotate. [PM]
Rotate toward 15 nose up at 2 to 2 degrees per second. Do not follow the flight director pitch bar. Early or rapid
rotation may cause a tail strike. Late, slow, or under-rotation increases takeoff roll.
After altimeter increase: Positive Rate. [PM]
After confirming altimeter increase: Gear Up. [PF]
Follow the flight director only after liftoff and away from the ground. The flight director initially commands
V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the current airspeed remains above the target
speed for 5 seconds, the target speed resets to the current airspeed up to a maximum of V2 + 25 knots.
At 400' RA: Verify LNAV or Heading Select. [PF] Call for Heading Select if necessary. LNAV is usually armed
before takeoff and will engage prior to 400' RA so action is usually not necessary at this time.
At 1,000' AFE: Climb Power. [PF]
On a Flaps 15 or Flaps 20 takeoff, when 20 knots below the first SWB and accelerating: Flaps 5. [PF]
On a Flaps 20 takeoff, do not call for or select Flaps 15. Retract the flaps directly to Flaps 5.
At the first SWB and accelerating: Flaps 1. [PF]
At 20 knots below the second SWB and accelerating: Flaps Up, After Takeoff Checklist. [PF]
(Sources: GS, Ground School Handouts, NP 20.64-65, FCTM 3.2-3.7, 757 Volume 2 4.20.8, 767 Volume 2 4.20.9)
SPECIAL TAKEOFF PROFILE (Close-In/ICAO NADP 1)

This is a common noise abatement takeoff in Asia and Europe.
Enter 3000 on the ACCEL HT line on Takeoff Ref page 2.
Maintain V2 + 20 until 3,000' AFE and then follow the flight director to lower the nose and accelerate. Retract the
flaps on the speed schedule.
Engine failure, windshear or any non-normal affecting safety of flight cancels the noise abatement procedure.
(Sources: SP 11.45, FCTM 3.44 and 3.48)
TAKEOFF WITH VNAV INOPERATIVE

At 1,000' AFE: Flight Level Change, Bug Clean Speed, Climb Power. [PF]
Accelerate to clean speed and retract flaps on the speed schedule.
At 2,500' AFE: Bug 250 knots. [PF]
In Class B airspace, 250 knots may be used instead of clean speed at 1,000' AFE if desired.
(Sources: Ground School Handouts, FARs)
IF THE FLAPS OR SLATS DO NOT RETRACT AFTER TAKEOFF

After determining the flaps or slats have failed to move: Flight Level Change, Bug 180 knots. [PF]
Climb at 180 knots with existing flaps and refer to the checklist.
180 knots is just an arbitrary airspeed that should be above V2 + 15 and is below Flaps 5, 15 and 20 limit speeds.
Other airspeeds may be used, provided both the minimum maneuvering speed and the flap limit speed for the
existing (not selected) flap and slat positions are protected.
(Source: GS)
Dave Collett
October 31, 2015
8
LOW ALTITUDE HOLD DOWN

If altitude capture prevents the selection of another pitch mode.
if altitude capture occurs before CLB power is selected, the Thrust Management Computer will remain in
Takeoff, the autothrottles will remain in Throttle Hold, and the airplane will accelerate and overspeed the flaps
unless pilot action is taken. Either manually retard the throttles to prevent flap overspeed or select CLB power,
bug clean speed and engage the autothrottles in SPD. The callout for the latter option is:
Climb Power, Bug Clean Speed, Autothrottles Speed. [PF] (CBS)
if altitude capture occurs after CLB power is selected, the autothrottles will engage in Speed mode, the MCP
speed window will open to the current airspeed, and the autothrottles will retard to maintain the current airspeed.
In this case, simply rotate the speed bug to clean speed, ensure the autothrottles are in SPD mode and retract the
flaps on schedule.
In Class B airspace, 250 knots may be used instead of clean speed if desired.
(Sources: GS, FARs)
FMS CLIMB PAGE ANOMALY

Occasionally, the FMC may erroneously sense an engine failure during single-engine taxi and trigger the FMS
Climb Page anomaly after takeoff. This anomaly causes the Command Bug to slew to Vref + 80 knots (clean
speed), the Climb page to revert to a Vref + 80 climb, and prevents the selection of CLB thrust and VNAV. In
addition, fuel and time data will not display on the PROG or LEGS DATA pages. Flight Level Change and
Vertical Speed will function normally however.
To recover you must convince the FMS that both engines are operating (assuming they really are):
go to the CLB page and select and execute the ALL ENG prompt
if the ALL ENG prompt is not displayed, select ENG OUT and then select ALL ENG
select CLB power and engage VNAV
(Source: SP 11.26)
REJECTED TAKEOFF
Prior to 80 knots, reject the takeoff for:
Master Caution or Warning activation
system failures
unusual noise or vibration
tire failure
abnormally slow acceleration
takeoff configuration warning
a side window opening
engine failure
fire or fire warning
predictive windshear caution or warning
if the airplane is unsafe or unable to fly
After 80 knots and before V1, reject only for:

engine failure
fire or fire warning
predictive windshear warning
(fire, failure, fear or shear)
After V1, reject only:
Note: 80 KIAS is the boundary between a low speed
and a high speed rejected takeoff.
Master Caution/Master Warning lights and the abort decision:

due to the inhibit logic built into the system, if a Master Caution or a Master Warning light illuminates with an
aural confirmation prior to V1, abort the takeoff
there are several conditions not monitored by the Master Caution/Master Warning system, such as engine failure
and smoke in the cockpit, that would require an abort without illumination of the Master Caution or Master
Warning light, but if the light illuminates below V1 with aural confirmation, abort the takeoff
be aware that a component failure is not the same as a system failure. For example, a generator tripping off is a
component failure. An EICAS Advisory message would display, but the Master Caution light would not
illuminate and an abort below 80 knots would normally not be required. An AC bus off, however, is a system
failure and would illuminate the Master Caution light and normally require an abort below 80 knots.
Dave Collett
October 31, 2015
9
Indications for situations that would require an abort between 80 knots and V1:
engine failure there will not be a Master Warning for a simple engine failure. The primary indication will be a
directional control problem with supportive indications from the engine instruments and EICAS messages. There
may be a loud bang if the engine failure is preceded by a compressor stall.
fire or fire warning an engine, APU, wheel well or cargo fire indication will be accompanied by Master
Warning lights, the fire bell and EICAS messages. A fire in the cockpit, cabin or lav will have smoke and fumes
as the primary indication, although 757-300 aircraft also have a LAV SMOKE light on the overhead panel.
predictive windshear (if installed) a predictive windshear warning will be indicated by the Master Warning
light, the red windshear light on the center panel, red WINDSHEAR on the ADI and HSI, and the Windshear
Ahead aural warning. A predictive windshear caution will be indicated by an amber WINDSHEAR on the HSI,
an amber and black PWS symbol on the weather radar and the Monitor Radar Display aural alert. Note that
predictive windshear warnings are inhibited at 100 knots and will not display until 50' RA after takeoff.
Therefore, a new predictive windshear warning can trigger an abort above 80 knots only if it occurs between 80
and 100 knots. Furthermore, predictive windshear cautions are inhibited at 80 knots and will not display until
400' RA, so a new predictive windshear caution cannot trigger an abort above 80 knots.
airplane is unsafe or unable to fly there is no definitive list so the Captain must evaluate each situation
individually, however EICAS indications should be used only as supportive information in conjunction with
other primary abnormal indications
In summary, above 80 knots, abort only for severe directional control problems (engine failure), the Master Warning
with aural confirmation (fire or windshear), smoke or fumes from a fire, or if the airplane wont fly. EICAS
messages alone should never be the only reason to initiate a high-speed abort.
Indications for situations that normally would not require an abort above 80 knots:
generator failure the instruments will blank momentarily and numerous EICAS messages will appear, but there
will be no directional control problems or engine instrument abnormalities
blown tire a loud bang and light to moderate directional control problems without engine indication
abnormalities indicates a blown tire. Continue the takeoff unless an engine ingested parts of the tire causing an
engine failure or fire.
compressor stall compressor stalls can be minor or severe. A severe compressor stall, indicated by a loud bang,
light to moderate directional control problems and abnormal engine indications (basically, an engine failure),
would warrant an abort above 80 knots, but a few pops without supporting engine indications could be a blown
tire or some other problem. Continue the takeoff and figure it out at a safe altitude.
flight deck window opening a flight deck window opening does not warrant an abort above 80 knots. Continue
the takeoff, refer to the QRH, and close the window at a safe altitude.
Captain actions:
if the Captain is making the takeoff, announce Abort!
if the First Officer is making the takeoff, announce Abort, I have the aircraft! and take positive control
close the thrust levers and disconnect the autothrottles
apply maximum manual braking or RTO braking (not all airplanes have RTO brakes)
apply maximum reverse thrust consistent with conditions
raise the speedbrake lever if necessary (speedbrakes should have extended when reverse thrust was selected)
if maintaining directional control is difficult during reverse thrust operation, reduce thrust to reverse idle (or
forward idle if required), regain control and then reapply reverse thrust as necessary. Do not attempt to maintain
directional control by using asymmetrical reverse thrust.
the Captain has the option to manually deploy the speedbrakes prior to selecting reverse thrust
First Officer actions:
if making the takeoff, maintain control until the Captain makes a positive control input and states I have the
aircraft
verify thrust levers closed, autothrottles disengaged, max or RTO brakes applied, and reverse thrust applied
check speedbrakes and call Speedbrakes Up or Speedbrakes Not Up, as appropriate
call out any omitted items
call out 80 knots
Dave Collett
October 31, 2015
10
Braking action must begin no later than V1. There is no built-in decision time or reaction time at or after V1.
Therefore, the decision to stop must be made prior to V1.
If installed, RTO braking will provide maximum braking if aborting above 85 knots ground speed.
Braking provides the primary stopping force followed by spoilers and reverse thrust. The braking action associated
with an RTO is much more severe than pilots experience in normal service.
For a rejected takeoff below 80 knots (before Throttle Hold), make sure the autothrottles are disconnected or else
they will advance to takeoff power when released unless reverse thrust was selected.
Consider wind direction. If possible, stop with any fire on the downwind side of the aircraft.
It is usually advisable to stop on the runway for easier evacuation and better access for fire trucks and rescue
vehicles. In many cases the airport authority must make a FOD sweep after an abort anyway, so clearing the
runway right away might not help with traffic flow.
Once the aircraft is stopped:
consider not setting the parking brake unless evacuating
ensure the call to tower and the PA to the flight attendants and passengers are completed (see below)
accomplish any required memory items
complete the non-normal checklist in the QRH for the condition that caused the rejected takeoff
refer to Rejected Takeoff Post RTO Considerations in Section 0 of the QRH
refer to the Brake Cooling Following Rejected Takeoff chart in the Abnormal section of the ODM
ensure all passengers are seated and all doors are closed before taxiing
complete the After Landing checklist
Either the Captain, First Officer or Relief Pilot must notify the tower, request emergency equipment if necessary,
and make a PA to the flight attendants and passengers as soon as practical. The Captain should assign these duties
during the non-normals portion of his briefing.
the correct PA when evacuation is not required is This is the Captain. We have discontinued the takeoff. Please
remain seated with your seat belt fastened. If assigned this duty, the First Officer or Relief Pilot will identify
himself as the Captain.
the correct PA when evacuation is required is Easy Victor, Easy Victor, Easy Victor, as part of the Evacuation
checklist, which directs the flight attendants to prepare for evacuation. That PA must be followed within 30
seconds with either an evacuation PA or a remain-seated PA as described in the FOM and later in this Study
Guide.
In low visibility conditions the tower might not see the aborted takeoff and might not stop operations on the runway
or roll fire trucks if you need them, so you must be sure to alert them with a radio call. The First Officer usually
makes this radio call since the Captain is now Pilot Flying and the First Officer should make the call after the
aircraft is stopped or at least after the Speedbrakes Up and 80 knots calls.
Most domestic airports do not have a hot brakes area and brake cooling will occur at the gate. Check with local ops.
Ground crews should not approach the wheels from the side (i.e. do not face the wheel hubs).
To compute brake cooling times, use the Brake Cooling Following Rejected Takeoff chart in the Abnormal
section of the ODM, not the Brake Cooling Following Landing chart. Both charts are in the Abnormal section,
so make sure you get the correct one. Use V1 for the abort speed if the actual speed is unknown.
Dont forget normal checklists like the After Landing checklist and the Taxi and Before Takeoff checklists if
planning another takeoff.
If the rejected takeoff was for a mechanical problem, make a logbook entry and comply with the MEL if necessary.
The flight may continue after complying with all MEL restrictions. The logbook entry must explicitly state an
RTO was performed.
If the rejected takeoff was for a configuration warning and the reason cannot be positively resolved by the crew,
make a logbook entry and contact the MCC. If the reason can be positively resolved and corrected, another takeoff
attempt is permitted.
Notify the dispatcher after all rejected takeoffs.
After any rejected takeoff above 80 knots, the crew must seek approval to continue from a Chief Pilot or an
Operational Director. Contact the Duty Pilot for a phone patch.
Be sure to file an Air Safety Report after all rejected takeoffs. Tower reports rejected takeoffs to the FAA too.
(Sources: GS, FCTM 3.18-3.23, FOM 3.4.11-3.4.12 and 7.8.4, QRH 0.26/0.22)
Dave Collett
October 31, 2015
11
STABILIZED APPROACH
A stabilized approach is defined as maintaining a stable speed, descent rate, and lateral flight path while in the
landing configuration. At any altitude, if the following stabilized approach criteria cannot be established and
maintained, initiate a go-around. Do not attempt to land from an unstable approach.
No lower than 1000 feet AFE:
be fully configured for landing with landing gear and landing flaps extended
maintain a stabilized descent rate not to exceed 1,000 fpm
be aligned with the intended landing runway
No lower than 500 feet AFE:
be on target airspeed
the engines must be stabilized at the thrust setting required to maintain the desired airspeed and rate of descent
Crossing the Runway Threshold:
positioned to make a normal landing in the touchdown zone
A circling maneuver and some published approaches, such as the River Visual at DCA, may require a planned
deviation to the lateral stabilized approach criteria and some published approaches require higher than standard
descent rates. Verbalize all planned deviations during the approach briefing.
In the event of a momentary descent rate exceedance, you may proceed as long as the exceedance is verbally
acknowledged and corrective action is initiated immediately.
(Source: NP 12.2-3)
TWO ENGINE GO-AROUND

Go Around. [PF]
Press a G/A switch and advance power. The autothrottles will engage if not already engaged unless the A/T ARM
switch is off. Ensure G/A is displayed on the ADI for pitch, roll and autothrottle modes.
Rotate toward 15 nose up and follow the flight director.
After proper FMA annunciation: Go-Around Verified. [PM]
Flaps 20. [PF]
After baro altimeter increase: Positive Rate. [PM]
After confirming baro altimeter increase: Gear Up. [PF]
Maintain Vref 25/30 + speed additive (orange bug speed) minimum.
The pitch bar initially commands the MCP airspeed or the airspeed at the time of G/A engagement, whichever is
higher. If the airspeed increases and remains above the initial target speed for 5 seconds, the target speed resets to
the current airspeed up to a maximum of MCP airspeed + 25 knots. If the airspeed at G/A engagement was above
MCP + 25 knots, that airspeed is maintained.
The roll bar initially commands the ground track at the time of G/A engagement.
The autothrottles provide at least a 2,000 fpm rate of climb. Be aware that Boeing expects the pitch bar to be
followed. If the pilot manually flies below the pitch bar the autothrottles may detect less than a 2,000 fpm climb
and continue to add power resulting in overspeeds. If full thrust is required, manually advance the thrust levers to
maximum go-around thrust.
Report the missed approach to ATC. [PM] If conditions permit, the PM should report the missed approach and
receive a clearance before the PF calls for a roll mode so you know whether to fly the published missed approach
procedure, runway heading, or some other clearance.
At 400' RA: Heading Select or LNAV. [PF] Call for the appropriate roll mode.
At 1,000' AFE: Bug Flaps 5 Speed. [PF]
Set the airspeed command bug to Flaps 5 speed (first SWB) at 1,000' AFE and follow the flight director pitch bar as
it lowers the nose to accelerate. Do not call for or select Flight Level Change. Stay in G/A for pitch and power. (If
youre pushing a square button on the MCP at 1,000' AFE on a go-around, youre doing something wrong.)
At 20 knots below the first SWB and accelerating: Flaps 5. [PF]
After Takeoff Checklist. [PF]
Verify the airplane levels off at the selected altitude and the proper airspeed is maintained.
Dave Collett
October 31, 2015
12
Normally fly the missed approach with Flaps 5 and at Flaps 5 airspeed if returning to the destination airport for
another approach. The flaps may be fully retracted on the speed schedule if desired or if diverting to an alternate
airport, but Flaps 5 speed will keep the aircraft slow enough to enter holding at low altitude if necessary. Max
holding speed at 6,000' MSL and below is 200 knots. If diverting to an alternate airport, however, select Flight
Level Change or VNAV and Climb Power after the flaps are fully retracted.
The autopilot will not engage in G/A mode. If the autopilot is engaged with the flight director in G/A for both pitch
and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed and Attitude mode on some
airplanes if the bank angle is greater than five degrees). If, however, another roll mode was engaged at 400' RA
(e.g. Heading Select or LNAV), the flight director will be in G/A for pitch and the selected mode for roll. In that
case, when the autopilot is engaged, it will engage in Vertical Speed and the existing roll mode. In all cases, make
the necessary changes on the MCP to fly the correct vertical and horizontal path after engaging the autopilot. One
method is to engage the autopilot and then immediately select Flight Level Change, assuming the existing roll
mode is still the one desired. Another method is to engage the autopilot and then immediately reselect Go-Around
and then the appropriate roll mode. Either way, youll be pushing buttons as soon as you engage the autopilot.
(Sources: GS, Ground School Handouts, AM 3-11, FB 15-09, NP 20.76, FCTM 5.104-5.110, 757 Volume 2 4.20.8,
767 Volume 2 4.20.9)
GO-AROUND FROM ABOVE 1,000 FEET AFE

A go-around initiated above 1,000' AFE and without the missed approach altitude set in the MCP window can be
challenging and several techniques are available.
On all approaches, selecting Go-Around will provide at least a 2,000 fpm climb and the ground track at time of
engagement. Other pitch and roll modes (e.g. Flight Level Change or Altitude Hold and Heading Select, LNAV, or
LOC) may then be immediately selected as required. The missed approach altitude should be set in the MCP
window.
Alternatively, on a VNAV or V/S approach, select Altitude Hold to level off and allow LNAV or LOC to continue
tracking to the Missed Approach Point. Then set the missed approach altitude in the MCP window and use Flight
Level Change or Vertical Speed to climb or descend to it while honoring constraints on the approach.
On an ILS approach after the localizer and glideslope are active, pressing Altitude Hold will not exit Approach
Mode. The only way to exit Approach Mode after both the glideslope and localizer are captured is to select G/A or
to disconnect the autopilot and cycle both flight directors Off then On. In the latter case, the flight directors will reengage in Heading Hold and Vertical Speed and other modes may then be selected as appropriate.
(Sources: GS, FCTM 5.109)
ENGINE FAILURE ON TAKEOFF (V1 Cut)

At engine failure: Apply rudder to control the yaw. Step on the good engine.
At V2 and stable on the runway centerline, rotate to 12 to 13 nose up at a slightly slower than normal rotation rate.
Do not follow the flight director pitch bar during rotation. Early or rapid rotation may cause a tail strike. High
gross weights may require a lower pitch attitude (e.g. 10 nose up).
After altimeter increase: Positive Rate. [PM]
After confirming altimeter increase: Gear Up. [PF]
Maintain runway centerline visually until IMC or until passing the departure end of the runway.
Follow the flight director after liftoff and maintain V2 to V2 + 15. If an engine fails on the ground, the pitch bar will
command V2 or the airspeed at liftoff, whichever is higher, up to a maximum of V2 + 15. The roll bar will
command the ground track at time of lift off until another roll mode is selected.
At 400' RA: Heading Select, Declare an Emergency and Request Runway Heading. [PF] Call for the
appropriate roll mode and comply with the Delta Special Page, if published. Be aware that Heading Select and
runway heading may not always be the correct path. Refer to Single Engine Notes later in this Study Guide for a
discussion of roll mode following an engine failure. If Heading Select is appropriate, it may be necessary to reset
the heading bug if a different departure heading was pre-selected prior to takeoff.
After the airplane is stabilized and away from the ground, apply rudder trim as needed. Fifteen units of rudder trim
into the good engine is usually a good initial setting. The PF may set the rudder trim himself or direct the PM to
set it; however, if the PF directs the PM to set rudder trim, the PF should move the trim in the correct direction
Dave Collett
October 31, 2015
13
first and then ask the PM to finish moving it to 15 units. This reduces the chances of the PM inadvertently moving
the trim in the wrong direction.
At 1,000' AFE: Vertical Speed +200, Disarm VNAV. [PF]
Follow the flight director and lower the nose to accelerate.
The Pilot Flying should call for a vertical speed between 0 and +200 fpm depending on conditions. High gross
weights and/or high pressure altitudes may necessitate a vertical speed of zero to ensure acceleration.
At the first SWB: Flight Level Change, Bug Flaps 5 Speed, Select and Set Continuous Power. [PF]
The MCP airspeed will jump to the existing airspeed when Flight Level Change is pressed. Adjust to Flaps 5 speed
(first SWB) if necessary. The PM should select CON on the TMSP and manually adjust the operating throttle since
the autothrottles will be in Throttle Hold at this time and will not move.
Autothrottles Off, Autopilot On. [PF]
The A/T ARM switch should be turned off prior to level off. Engage the autopilot after applying rudder trim.
Always use the highest level of automation available.
During level off, manually reduce power on the operating engine and adjust to maintain the desired airspeed. Rudder
pressure and/or rudder trim will change as power is changed.
Flaps may be retracted on the speed schedule if desired or if diverting to an alternate airport, but normally stay at
Flaps 5 if returning to the departure airport.
After Takeoff Checklist, Engine Failure Checklist. [PF] Refer to Single Engine Notes for a discussion of
checklist order.
Notify flight attendants, passengers, ATC and Flight Control (two in, two out) on downwind leg, time permitting.
After the approach is set up and briefed: Descent Checklist, Approach Checklist. [PF]
(Sources: Ground School Handouts, FCTM 3.49-3.59)
SINGLE ENGINE GO-AROUND

Go Around. [PF]
Press a G/A switch and manually firewall the throttle if the EEC is protecting the engine. The A/T ARM switch
should be off at this time and the autothrottles will not engage.
Apply rudder as power increases if on a manual or single autopilot go-around. If making a multiple-autopilot missed
approach from an ILS, the rudder is initially controlled by the autopilots, but be prepared to apply rudder at the
first change of either pitch or roll mode since autopilot rudder control will be terminated and the rudder will
quickly move to its trimmed position.
Ensure G/A is displayed on the ADI for pitch and roll modes. The autothrottle mode should be blank.
Rotate toward 12 nose up and follow the flight director.
After proper FMA annunciation: Go-Around Verified. [PM]
Flaps 5. [PF]
Maintain Vref 20 + speed additive (orange bug speed) minimum.
The pitch bar initially commands the MCP airspeed or the airspeed at the time of G/A engagement, whichever is
higher. If the airspeed increases and remains above the initial target speed for 5 seconds, the target speed resets to
the current airspeed up to a maximum of MCP airspeed + 25 knots. If the airspeed at G/A engagement was above
MCP + 25 knots, that airspeed is maintained.
The roll bar initially commands the ground track at the time of G/A engagement.
Report the missed approach to ATC. [PM]
At 400' RA: Stay in Go-Around or Heading Select or LNAV. [PF] Call for the appropriate roll mode. Be
aware that autopilot rudder control will be terminated at this time if another roll mode is selected during a missed
approach from a coupled ILS. Comply with engine-out missed approach or engine-out rejected landing procedures
on the Delta Special Page, if published. Refer to Single Engine Notes for a discussion of roll mode on a singleengine missed approach.
Set the airspeed command bug to Flaps 5 speed (first SWB) at 1,000' AFE or as published on the Delta Special Page
and follow the flight director pitch bar as it lowers the nose to accelerate. Do not call for or select Flight Level
Dave Collett
October 31, 2015
14
Change; stay in G/A for pitch. (If youre pushing a square button on the MCP at 1,000' AFE on a go-around,
youre doing something wrong.)
Engage the autopilot after applying rudder trim if its not already engaged. Always use the highest level of
automation available. The autopilot will not engage in G/A mode however. If the autopilot is engaged with the
flight director in G/A for both pitch and roll, it will engage in Vertical Speed and Heading Hold (or Vertical Speed
and Attitude mode on some airplanes if the bank angle is greater than five degrees). If another roll mode was
engaged at 400' RA (e.g. Heading Select or LNAV), the flight director will be in G/A for pitch and the selected
mode for roll. In that case, when the autopilot is engaged, it will engage in Vertical Speed and the existing roll
mode. In all cases, make the necessary changes on the MCP to fly the correct vertical and horizontal path after
engaging the autopilot. One method is to engage the autopilot and then immediately select Flight Level Change,
assuming the existing roll mode is still the one desired. Another method is to engage the autopilot and then
immediately reselect Go-Around and then the appropriate roll mode. Either way, youll be pushing buttons as soon
as you engage the autopilot.
After the flaps are retracted to the desired position and at or above the flap maneuvering speed, select Flight Level
Change or VNAV. Continuous thrust may be selected if desired. Verify the airplane levels off at the selected
altitude and manually adjust thrust to maintain the proper airspeed.
Flaps may be fully retracted on the speed schedule if desired or if diverting to an alternate airport.
(Sources: Ground School Handouts, FCTM 5.100-5.103, 757 Volume 2 4.20.8, 767 Volume 2 4.20.9)
SINGLE ENGINE NOTES

A takeoff alternate is required if the weather is below CAT I minimums.
After initial rudder input is applied on takeoff, lock your heel to the floor and hold. Initially keep the rudder constant
and control ground track with ailerons after airborne. Attempting to use both rudder and aileron during the initial
climb on a V1 Cut can easily result in a nasty PIO at low altitude. Dont go there.
To aid in aircraft control, do not rotate until heading is stable and airspeed is equal to or greater than VR. Rotation at
V2 is recommended. Use visual references to maintain runway centerline as long as possible.
During rotation the rising nose will block airflow to the tail making the rudder less effective. Be ready for an
increase in yaw during initial rotation and apply aileron (preferred) or additional rudder as necessary.
Imagine a 747 waiting to cross the runway and dont drift into it after airborne. Maintain runway centerline visually
and fly through the goalposts at the departure end.
Departure priorities after an engine failure on takeoff :
1. Delta Special Page engine-out departure procedure
2. ATC clearance
3. As desired (e.g. runway heading, remain VFR and return for landing if terrain clearance can be assured, etc.)
Departure priorities for an engine-out missed approach/rejected landing in IMC or when terrain clearance cannot be
assured visually:
1. Delta Special Page engine-out missed approach/rejected landing table
2. ATC clearance
3. As desired (e.g. straight out missed approach or runway heading)
If an engine fails, fly the correct path, declare an emergency and inform tower of your intentions.
Selecting the correct roll mode at 400' RA and flying the correct path after an engine failure can be critical for
obstacle clearance. Review and brief the Delta Special Pages prior to every takeoff and every approach so you
know what roll mode to select and what path to fly if an engine fails. Do not just automatically fly straight ahead.
LNAV or Heading Select and a turn may be required to avoid terrain or restricted airspace (e.g. P-56 at DCA).
If obstacle clearance is not a factor, however, you can fly either runway heading or a straight-out departure. If
you fly runway heading you must maintain runway heading 10 to meet Qualification Standards in the simulator.
If you fly a straight-out departure you must follow the extended runway centerline on the HSI 10. When hand
flying, flying runway heading is easier because you dont have to compensate for wind. If you get off the heading
all you need to do is correct back to it. In contrast, if you fly a straight-out departure and get off the extended
runway centerline displayed on the HSI, you must correct back to the centerline and then compensate for wind to
stay on it. If multiple autopilots are engaged, as they would be during a single-engine missed approach from an
ILS, flying a straight-out departure is easier because you can leave the autopilot in G/A and it will follow the
ground track at time of G/A engagement, which should be pretty close to the runway centerline. This avoids
Dave Collett
October 31, 2015
15
having to engage Heading Select or LNAV at 400' RA and losing autopilot rudder control which would require
rudder input to prevent the airplane from rolling. Of course, when another pitch or roll mode is selected later in the
missed approach or when the autopilot transitions to Altitude Capture approaching the missed approach altitude,
autopilot rudder control will be terminated and rudder input will be necessary, but thats better than at 400' RA. As
a technique, therefore, if obstacle clearance is not a factor, fly runway heading if an engine fails on takeoff and fly
a straight-out departure in the event of a missed approach if youll be flying a single-engine ILS with the autopilot
engaged, as you probably would in the real world.
Both the appropriate non-normal checklist and the After Takeoff checklist must be completed and the order is at the
Captains discretion and depends on the circumstances. For a simple engine failure, completing the After Takeoff
checklist first is recommended because you will catch configuration errors and its a more normal flow pattern. If
the engine is burning or surging, however, completing the Engine Fire or Engine Severe Damage or Separation
checklist or the Engine Limit or Surge or Stall checklist first would be more appropriate.
If an engine fails after takeoff below 1,000 feet AFE, apply rudder, lower pitch to approximately 10 nose up,
maintain V2 to V2 + 15 and apply normal V1 Cut procedures at 1,000' AFE (Vertical Speed +200, Disarm VNAV,
etc.). Use caution for rapidly decreasing airspeed.
If an engine fails on climb out above 1,000 feet AFE, dont do the V1 Cut procedures. Just apply rudder and lower
the nose to maintain the airspeed for whatever flaps are extended.
Use the autopilot on approach at least until reaching visual conditions. The autopilot and flight director are required
on all ILS approaches when the visibility is below RVR 4000 or mile and may be used until just prior to the
flare on a single-engine ILS if desired.
A CAT I approach (ILS or non-precision) to a hand-flown landing is the lowest authorized approach on single
engine. Autoland is not authorized with an engine inoperative.
To control airspeed, watch the little drum inside the airspeed indicator and manually adjust the thrust lever to make
the drum rotate or stop rotating as necessary. The airspeed drum provides better information than the airspeed
pointer. Also keep an eye on the Fast/Slow indicator in the ADI. The Fast/Slow indicator is anticipatory and will
show the airspeed trend before the airspeed actually changes.
Keep the rudder trimmed or the autopilot will disconnect and the airplane will roll abruptly. Watch the yoke angle,
which is a measure of autopilot aileron input, for indications of needed rudder trim and adjust as necessary.
The PF may ask the PM to set the rudder trim to 5, 10 or 15 units, as appropriate, but the PF should move the rudder
trim in the correct direction first so the PM doesnt get confused and move it the wrong way.
The Fuel Config light will probably illuminate on downwind due to a fuel imbalance. The light must be noted and
the imbalance checked, but it is not necessary to balance the fuel. The airplane will be fully controllable even with
the imbalance so leave all the fuel pumps on and the fuel crossfeed valve closed. Dont just open the crossfeed
valve and leave it open (like we used to do) because its possible for a strong pump on the wrong side to make the
imbalance worse. If diverting to another airport, however, balancing fuel enroute would be appropriate.
On a single-engine ILS, lower the gear and select Flaps 20 at 1 dots on the glideslope.
The airplane will balloon when flaps are extended, especially when extending to Flaps 20. If hand flying, be ready to
compensate with forward control column pressure to maintain altitude. To meet Qualification Standards, you must
control the balloon and intercept the glideslope within 100 feet of your assigned glideslope intercept altitude.
If diverting, select and execute the ENG OUT prompt on the CLB or CRZ page.
On a single-engine missed approach from a coupled ILS, the autopilot is controlling the rudder. Rudder trim may be
pre-set to 15 units below 400' RA or to 10 units prior to level off so it will be approximately correct when rudder
control is terminated.
ACARS automatically sends a message to the Company if a fuel control switch is moved to cutoff during flight.
Do not attempt to restart the engine unless a greater emergency exists.
Approximate Single Engine Rudder Trim
15 units on initial climb out
10 units in level flight
5 units on final approach
Approximate Single Engine Power Settings
83% N1 or 1.13 EPR in level flight on downwind
73% N1 or 1.08 EPR on final approach
Dave Collett
October 31, 2015
16
PASSENGER EVACUATION (Stop Configure Shutdown Evacuate)

Know this as well as you know the memory items. Use the checklist on the back of the QRH if possible, but know
the correct steps in case the cockpit is dark or full of smoke.
Stop set the parking brake. Consider stopping with any fire on the downwind side.
notify the flight attendants. Announce Easy Victor, Easy Victor, Easy Victor over the PA.
Configure open the outflow valve (Manual then Climb and hold until open)
Shutdown cut off both Fuel Control switches
Evacuate away from any fire. Notify the cabin to evacuate and advise the tower.
override and pull all engine and APU fire switches. Discharge the fire bottle(s) only if an engine or APU fire
warning light is illuminated. If required, rotate to the stop and hold for one second.
Upon hearing Easy Victor, the flight attendants will instruct the passengers to remain seated and then prepare for
evacuation (look out the windows for fire, etc.). The flight crew should follow up with either the evacuation
command or the remain seated command within 30 seconds. If there is no follow up, the flight attendants will
attempt to contact the flight deck for instructions. In a life threatening situation, flight attendants may initiate an
evacuation without instructions.
The correct follow-up PA for evacuation is This is the Captain. Evacuate, evacuate. If certain exits are unusable
due to fire, etc., state the direction of egress, e.g. This is the Captain. Using the right exits only, evacuate,
evacuate. State the egress direction before using the word evacuate to help ensure it is heard and understood.
The correct follow-up PA if the evacuation is cancelled is This is the Captain. Remain seated with your seat belt
fastened.
It is not necessary to lower the speedbrakes or flaps as part of the evacuation checklist because the inboard spoilers
will automatically blow down when the overwing exits are opened on the 767. On the 757, the spoilers are too far
away from the exits to be a factor. Lowering the flaps is not necessary because the wing slides will deploy.
The First Officer and the Relief Pilot (if installed) will exit from a forward exit and assist from outside. The Captain
will exit from a rear exit after all passengers are off if possible.
Move all passengers away from fire equipment, away from any possible fire or explosion, and off paved surfaces.
Do not allow passengers to return to the aircraft or depart the site until directed.
(Sources: GS, FOM 10.1.5, FCTM 8.12-8.16, QRH NNCI 1.11, QRH Back Cover)
WINDSHEAR ESCAPE MANEUVER (Push Push Click Click)

For a Predictive Windshear Caution (Monitor Radar Display), maneuver as required to avoid the windshear. If the
caution occurs on takeoff, abort the takeoff.
For a Predictive Windshear Warning (Windshear Ahead):
if prior to V1, abort the takeoff
if after takeoff, perform the Windshear Escape Maneuver
if on approach, perform the Windshear Escape Maneuver or a normal go-around at the pilots discretion
See the section on Rejected Takeoff for an explanation of Predictive Windshear inhibits on takeoff. Not all aircraft
have Predictive Windshear installed.
The following are indications the airplane is actually encountering windshear:
unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight
conditions below 1,000 feet AGL in excess of any of the following:
15 knots indicated airspeed
500 fpm vertical speed
5 degrees pitch attitude
1 dot displacement from the glideslope
unusual thrust lever position for a significant period of time
Windshear Warning (a two-tone siren followed by Windshear, Windshear, Windshear)
If windshear is encountered:
if windshear is encountered on takeoff prior to V1, there may not be sufficient runway remaining to stop if an
RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 pitch attitude. Once airborne, perform the
Windshear Escape Maneuver.
Dave Collett
October 31, 2015
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if windshear is encountered near the normal rotation speed on takeoff and airspeed suddenly decreases, there
may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left
to stop, initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low. Higher
than normal attitudes may be required to lift off in the remaining runway. Ensure max thrust is set.
if windshear is encountered in flight, perform the Windshear Escape Maneuver
To perform the Windshear Escape Maneuver:

Push push either G/A switch. When engaged, go-around mode will automatically provide windshear guidance
on the flight director when necessary. An airplane in windshear warning is not required.
Push aggressively apply max thrust. Firewall if the EECs are protecting the engines. If terrain contact is
imminent, firewall the throttles even if the EECs are not protecting the engines.
Click disconnect the autopilot
Click disconnect the autothrottles. Do not push G/A again after the autothrottles are disconnected.
roll wings level, rotate toward 15 nose up and then follow flight director guidance
retract the speedbrakes if extended but do not change gear or flap configuration
The order of steps above is slightly different than in the FCTM, but this is what the Training Department teaches
because it's a much more natural sequence and easier to remember. Besides, all steps should be completed
simultaneously, except that the G/A switch must be pushed prior to disconnecting the autothrottles. If a G/A
switch is pressed after the autothrottles are disconnected, the autothrottles will re-engage and reduce power, which
you seriously dont want. If you make this error, just disconnect the autothrottles again and firewall the throttles.
Make sure you have full power.
The PM should call out the radio altitude and flight path trend. He should not call out the airspeed or actual vertical
speed, just the radio altitude in feet and whether the airplane is climbing or descending. (e.g. Five hundred feet,
descending. Two hundred feet, climbing.)
Do not attempt to regain lost airspeed until out of the windshear.
If following flight director guidance does not stop the sink rate and ground impact is a factor, increase pitch to
slightly below the PLI. The PLI indicates stick shaker and just below the PLI is L/D Max.
Respect the stick shaker. Intermittent stick shaker or initial buffet is the upper limit. Do not stall.
Once safely out of the windshear there are several ways to return the aircraft to normal flight but one method that
works following both windshear on departure and windshear on approach is to:
pull the throttles back approximately half way
set the pitch to 15 nose up
call for Climb Power
call for Flight Level Change
call for the desired airspeed in the MCP window
retract the gear and retract the flaps on the speed schedule as necessary
report the windshear using the word PIREP
complete the After Takeoff checklist
Using this technique, Climb Power will break Throttle Hold if the windshear occurred right after takeoff. Flight
Level Change and setting the desired airspeed (e.g. Flaps 5 speed) in the MCP window will reprogram the pitch
mode of the flight director to seek the altitude in the MCP window and reengage the autothrottles. Flight Level
Change will also use the 125 second rule to avoid large power increases or decreases, but be aware that Flight
Level Change will not protect you from overspeeding the flaps if you set the wrong airspeed or dont follow the
pitch bar.
Retract the gear and flaps on the speed schedule using caution not to overspeed the flaps.
Be aware that on a windshear recovery with the airplane in the landing configuration (Flaps 25 or 30), raising the
gear prior to retracting the flaps to 20 will cause a configuration warning siren. Try to remember to call for Flaps
20 prior to raising the gear but if you get the warning siren, just retract the flaps and it will stop.
Report the windshear to the controlling agency using the word PIREP to make sure it gets disseminated.
Dave Collett
October 31, 2015
18
Another method for recovering from the Windshear Escape Maneuver is to:
pull the throttles back approximately half way
set the pitch to 15 nose up
continue with what you were doing
if you encountered windshear on takeoff, continue with a normal takeoff. Call for VNAV, Climb Power, gear
up if necessary, and a roll mode such as LNAV or Heading Select at 400' AFE. Retract the flaps on the speed
schedule.
if you encountered windshear on approach, continue with a normal go-around. Push a Go-Around button, call
for Flaps 20, gear up, a roll mode at 400' AFE, and bug Flaps 5 speed when at 1,000' AFE. Retract the flaps to
Flaps 5 when 20 knots below the first single white bug.
report the windshear using the word PIREP
complete the After Takeoff checklist
As before, report the windshear to the controlling agency using the word PIREP to make sure it gets
disseminated.
(Sources: GS, FCTM 7.27-7.32)
DOMESTIC ENGINE-OUT DRIFTDOWN

These are guidelines for an engine failure at cruise altitude in domestic airspace with VNAV engaged.
apply rudder and rudder trim. Step on the good engine and apply approximately 10 units of rudder trim and then
adjust as power changes.
turn the A/T ARM switch off
press CON on the TMSP to display Max Continuous Thrust on EICAS and manually adjust the throttle on the
operating engine to max continuous power
select the ENG OUT prompt on the FMC Cruise page to display the ENG OUT CRZ D/D (driftdown) page and
note the engine-out max altitude
set an altitude on the MCP panel that is at or below the engine-out max altitude
execute the ENG OUT CRZ D/D page. With VNAV engaged, the airplane will begin an engine-out driftdown at
engine-out airspeed.
do not execute the ENG OUT CRZ D/D page prior to setting a lower altitude in the MCP window or the
autopilot will engage in Altitude Hold, the airplane will not descend, and the airspeed will decrease rapidly. If
you make this error, just set the lower altitude in the MCP window and press VNAV.
engine-out airspeed and max engine-out altitude for that airspeed will be displayed on the ENG OUT CRZ D/D
page. Update the altitude on the MCP as needed.
remain in Max Continuous Thrust after level off until the airplane accelerates to single-engine long range cruise
airspeed and then maintain airspeed with manual thrust adjustments
complete the non-normal checklist in the QRH and determine a new course of action. Landing at the nearest
suitable airport is required after an engine failure.
(Sources: GS, QRH 0.5, FCTM 4.16-4.16)
OCEANIC ENGINE-OUT DRIFTDOWN

If an engine fails over the ocean when not in radar contact, it is important to control the aircraft and clear the track
quickly, so know the first four steps of the Oceanic Driftdown Checklist.
Autothrottle Arm Switch Off
Thrust set Continuous. Press CON on the TMSP and manually advance the good engine to the bug.
Rudder Trim as required into the good engine. About 7 into the good engine is a good starting point.
Heading Select clear the track. Turn either 45 minimum or 180 minimum to clear the track.
The aircraft should be stable and clearing the track after these steps, so refer to the Oceanic Driftdown checklist.
(Sources: Oceanic Driftdown Checklist, GS)
Dave Collett
October 31, 2015
19
TERRAIN AVOIDANCE (Ground Proximity Cautions And Warnings)

If a Ground Proximity Caution of any kind occurs, correct the flight path or configuration; however, if a terrain
caution occurs during day VMC conditions and positive visual verification is made that no terrain hazard exists,
the alert may be regarded as cautionary and the approach may be continued.
If a Ground Proximity Warning occurs, follow the procedure below, except that if positive visual verification is
made that no terrain hazard exists when flying under day VMC conditions prior to a terrain warning, the alert may
be regarded as cautionary and the approach may be continued. (Note that positive visual verification is required
prior to the terrain warning for this exception to apply.)
Accomplish the terrain avoidance maneuver for either of these conditions:
a Ground Proximity Pull Up Warning of any kind
unacceptable flight toward terrain
To execute the terrain avoidance maneuver, simultaneously:
disconnect the autopilot and autothrottles. Make sure the autothrottles do not re-engage and reduce power.
aggressively apply max thrust. Firewall if the EECs are protecting the engines. If terrain contact is imminent,
firewall the throttles even if the EECs are not protecting the engines.
simultaneously roll wings level and initially rotate toward 20 nose up
do not follow flight director commands and do not engage Go-Around mode
retract the speedbrakes if extended, but do not change gear or flap configuration
if terrain remains a threat, continue rotation up to the PLI or stick shaker or initial buffet
The PM should call out the radio altitude and flight path trend. He should not call out the airspeed or actual vertical
speed, just the radio altitude in feet and whether the airplane is climbing or descending. (e.g. Five hundred feet,
descending. Two hundred feet, climbing.)
If appropriate, a gentle turn (10-15 of bank) may be initiated toward lower terrain displayed on the HSI.
In all cases, intermittent stick shaker or initial buffet is the upper limit. Do not stall.
(Sources: GS, FCTM 7.14-7.16)
TRAFFIC AVOIDANCE (TCAS Advisories)

Comply with the Resolution Advisory (RA) if there is a conflict between the RA and ATC. Inform ATC of a TCAS
Climb or TCAS Descent as soon as practicable after responding to the RA and then, once clear of the conflict,
advise ATC when you are returning to your previously assigned clearance or to a subsequent amended clearance.
If an RA occurs during an ATC breakout from a PRM approach, however, follow the vertical guidance from TCAS
and the lateral guidance from the controller.
Once a Resolution Advisory has been issued, do not change vertical speed except to comply with the RA since a
TCAS-to-TCAS data link may be established with the intruder aircraft.
Do not follow flight director commands during an RA until clear of the conflict.
TCAS is unaware of aircraft performance limits. Recover from stalls immediately and adjust pitch if high speed
buffet is encountered. TCAS is also unaware of terrain and obstacles.
Be aware that an aircraft you see might not be the actual intruder aircraft. Comply with the RA until clear of conflict
unless doing so would clearly impose a greater risk.
Pilot actions following TCAS advisories:
Traffic Advisory (TA) look for the traffic and maneuver if necessary. Maneuvers based solely on a TA may
result in reduced separation and are not recommended.
Resolution Advisory (Except a Climb RA in Landing Configuration) disengage the autopilot and autothrottles
and smoothly adjust pitch and thrust to comply with the required vertical speed. Maintain planned lateral flight
path unless visual contact with the intruder is established and maneuvering is required.
Climb RA in Landing Configuration disengage the autopilot and autothrottles and advance power to maximum
thrust. Raise flaps to 20 and raise pitch to comply with the RA. Maintain the planned lateral flight path unless
visual contact with the intruder is established and maneuvering is required. Raise landing gear after the PM calls
out Positive Rate.
do not follow a Descend RA issued below 1,000' AGL
(Sources: GS, NOI 3.5, FCTM 7.16-7.20)
Dave Collett
October 31, 2015
20
RECOVERY FROM STALL OR APPROACH TO STALL

All recoveries from an approach to stall should be done as if an actual stall has occurred.
Do not use flight director commands during the recovery.
The recovery maneuver calls for the crew to advance the thrust levers as needed. Under certain circumstances,
where high thrust settings are already applied, however, such as during takeoff or go-around, it may be necessary
to reduce thrust in order to prevent the angle of attack from continuing to increase. This is because airplanes with
underwing engines have a nose-up pitch moment with increased thrust.
At the first indication of stall (buffet or stick shaker), immediately:
Pilot Flying
Initiate the recovery
hold the control column firmly
disconnect autopilot and autothrottles
smoothly apply nose down elevator to reduce the
angle of attack until buffet or stick shaker stops.
Nose down stabilizer trim may be needed*.
Continue the recovery
roll in the shortest direction to wings level if
needed**
advance thrust levers as needed
retract the speedbrakes
do not change gear or flap configuration, except if
during liftoff, if flaps are up, call for flaps 1
Complete the recovery
check airspeed and adjust thrust as needed
establish pitch attitude
return to the desired flight path
re-engage the autopilot and autothrottles if desired
Pilot Monitoring
monitor altitude and airspeed

verify all required actions have been done and call
out any omissions
call out any trend toward terrain contact
out any omissions
set the flap lever as directed
out any omissions
*Warning: If the control column does not provide the needed response, stabilizer trim may be necessary. Excessive
use of pitch trim may aggravate the condition, or may result in loss of control or in high structural loads.
**Warning: Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in
high structural loads.
(Sources: FCTM 7.8-7.12)
RAPID DESCENT (Spin Push Spin Pull)

This maneuver is designed to bring the airplane down smoothly to a safe altitude in minimum time with the least
possible passenger discomfort.
If the descent is performed because of a loss of cabin pressure, crewmembers should don oxygen masks and
establish crew communications at the first indication of loss of pressurization. Verify the cabin pressure is
uncontrollable and, if so, begin descent.
The PM should check the lowest safe altitude, notify ATC, obtain a descent clearance and an altimeter setting.
Use of the autopilot is recommended and the autothrottles should be left engaged.
Spin spin the MCP altitude to a lower altitude. Use caution! The initial descent altitude over mountainous
terrain could be much higher than 10,000 feet.
Push push Flight Level Change
Spin spin the airspeed up to Mmo/Vmo and adjust to maintain a target speed of Mmo/Vmo.
Pull pull the speedbrake lever
Be deliberate and methodical. Do not rush and do not be distracted from flying the airplane.
Hack the clock. Passenger oxygen lasts 12 minutes on most aircraft.
Complete the Cabin Altitude or Rapid Depressurization checklist in the QRH.
If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads. Normally the landing gear is left
up but, if structural integrity is in doubt and airspeed must be limited, extending the landing gear may provide a
more satisfactory descent rate. Comply with landing gear placard speeds.
Dave Collett
October 31, 2015
21
Use engine anti-ice and thrust as required if icing conditions are encountered.
Reduce airspeed to turbulent air penetration speed (290 KIAS/.78 M, whichever is lower) if severe turbulence is
encountered or expected.
The lowest safe altitude is published for Critical Terrain Boxes, but for flights over other mountainous terrain (e.g.
the Rocky Mountains), pilots must determine the initial lowest safe altitude from the Grid MORA and then find a
suitable low altitude airway with an MEA below 10,000 feet.
The PM should call out 2,000 feet above and 1,000 feet above the selected level off altitude.
Set the command speed to Long Range Cruise or 300 knots before level off is initiated to aid in a smooth transition
to level flight.
Level off at the lowest safe altitude or 10,000 feet, whichever is higher, and maintain approximately 300 knots or
Long Range Cruise speed.
Make a PA when the descent is complete and oxygen is no longer required. Request cabin and passenger status.
On blended winglet airplanes, speedbrakes will autostow to the 50% flight detent if airspeed exceeds 330 knots
(757) or 320 knots (767). Do not override the autostow function unless airspeed is less than 325 knots (757) or 315
knots (767).
To avoid overspeeding the airplane, use caution when retracting the speedbrakes during descent or level off when
close to Mmo/Vmo. Retract the speedbrakes very slowly or, preferably, reduce airspeed first and then retract the
speedbrakes.
(Sources: GS, QRH 2.1-2.2, FTCM 7.4-7.6)
ILS PRM BREAKOUT

If ATC calls Traffic Alert during a PRM approach and directs a breakout:
Pilot Flying
disengage the autopilot and initiate a turn to the
heading specified by the controller
keep the autothrottles on
initiate a climb or descent as directed
if the maneuver requires a descent, do not exceed
1,000 fpm
Pilot Monitoring
acknowledge ATC instructions
turn off both Flight Directors (to exit APP mode)
set the breakout heading and altitude on the MCP
turn both Flight Directors back on
select Heading Select and Flight Level Change
After the airplane is established on the breakout heading and the PM has set the MCP:
Pilot Flying
reengage the autopilot if desired
call for or set the speed bug to the appropriate
airspeed for the planned flap setting
call for Flaps 20 if the flaps are at 25 or 30
call for Gear Up if the landing gear is down
retract flaps on schedule to the desired setting
call for the After Takeoff checklist
Pilot Monitoring
make MCP and configuration changes as requested
by the Pilot Flying
All breakouts must be hand flown with the autothrottles on.

If performing a descending breakout, delay making configuration changes until level at the breakout altitude.
If the controller breakout is accompanied by a TCAS Resolution Advisory:
follow vertical guidance from the Resolution Advisory
follow horizontal guidance from the controller
(Sources: GS, NOI 3.5, FCTM 5.20)
Dave Collett
October 31, 2015
22
SMOKE AND FUMES

Warning: Do not activate the passenger oxygen system. It provides no smoke protection for passengers as it mixes
oxygen with cabin air and it is an extreme fire hazard.
It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely
extinguished, the earliest possible descent, landing, and evacuation must be accomplished.
If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should consider an immediate landing.
Immediate landing implies immediate diversion to a runway. However, in a severe situation, the flight crew should
consider an overweight landing, a tailwind landing, an off-airport landing, or a ditching.
At the beginning of any smoke, fire or fumes event crews should always consider the following:
protecting themselves (e.g. oxygen masks)
communicating (flight attendants and ATC)
diverting
assessing the situation and available resources
If smoke, fire or fumes are associated with an annunciated checklist (e.g. cargo fire), accomplish that checklist prior
to the Smoke, Fire or Fumes checklist or the Smoke or Fumes Removal checklist.
Many smoke, fire or fumes events involve aircraft equipment or materials readily accessible. Rapid, positive
extinguishing of the source is the key to preventing escalation of the event. Confirmation that the situation has
been resolved is critical. Do not consider flight continuation unless the source is positively identified, confirmed to
be extinguished and the smoke and/or fumes are decreasing.
It may not always be possible to accurately identify the smoke, fire or fumes source due to ambiguous cues, such as
multiple sources. It also may not be possible to determine the difference between electrical smoke or fumes and air
conditioning smoke or fumes by sense of smell. The source identification and elimination steps in the Smoke, Fire
or Fumes checklist will systematically remove the most probable sources.
Inordinate depowering of airplane systems is not likely to benefit an unknown smoke, fire or fumes situation. Such
action significantly reduces airplane capabilities without commensurate likelihood of depowering the source.
The following information is critical to survival in a smoke or fumes situation:
Pilots should remain at their stations to fly the aircraft, coordinate with ATC, and accomplish the checklists. The
incapacitation of a pilot fighting a fire would seriously complicate the situation.
After making a preliminary assessment of the smoke, fire or fumes source, the flight crew is reminded that a
diversion may be necessary. Landing at the nearest suitable airport is required if smoke or fire continues. For
smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
The flight crew should don the oxygen mask anytime smoke, fire or fumes are detected on the flight deck. If smoke,
fire or fumes are detected in another part of the aircraft, flight crew judgment will determine if and when the
oxygen masks are donned.
For a cabin smoke, fire or fumes situation, continuous communications between the flight crew and a designated
flight attendant is essential. Flight attendants should be directed to inspect the entire cabin in an attempt to locate
the smoke, fire or fumes source. Passengers should be moved away from the source.
Without delay or analysis, perform the initial steps of the Smoke, Fire or Fumes checklist to remove the most
probable sources. The flight crew should attempt to identify and eliminate the source, and visually confirm it is
extinguished and the smoke and/or fumes are decreasing.
The Smoke or Fumes Removal checklist should be accomplished only when the smoke or fumes are the greatest
threat or when the source is confirmed to be extinguished. The Smoke or Fumes Removal checklist may change
the airflow and make the situation worse by fanning or masking the ignition source.
(Sources: GS, QRH NNCI 1.6, FCTM 8.32-8.34)
Dave Collett
October 31, 2015
23
THREAT AND ERROR MANAGEMENT

Threat and Error Management involves proactively identifying threats and errors and then managing those threats
and errors before they impact safety of flight.
Threats can be divided into two main types, expected and unexpected, and each type can be further divided into
operational and latent.
expected operational threats are things like adverse weather, MCOs, challenging approaches and terrain. Since
they are expected, they can be mitigated with the WARTS and NATS briefings.
expected latent threats are things like fatigue after a short layover and complacency on a routine takeoff from
home plate
unexpected operational threats are things like abnormals, security issues and medical issues
unexpected latent threats are things like creeping fatigue on a long flight, similar sounding call signs, and
slipping into complacency
An error is an action or inaction that leads to deviations from desired intentions or expectations. Error management
is the process of understanding that errors will occur and emphasizing vigilance and effective monitoring so they
are identified and mitigated. The best way to trap errors is through strict adherence to checklists, policies and
procedures and by aggressive monitoring by the PM. Research shows it is essential for the PM to take an active,
assertive role.
The best way to mitigate expected threats is through prior planning and good briefings. Verbalize threats, both
operational and latent, and how to mitigate them during the WARTS and NATS briefings. Be sure to brief the
highest threat on each flight segment, which could be a latent threat on some occasions.
Unexpected threats can be more challenging because they cant be planned for in advance and must be handled as
they occur. The following sequence will help mitigate these unexpected threats:
1. Maintain aircraft control. Flying the airplane is the top priority. Stabilize the situation by completing any
immediate action items, diverting from the track, or whatever is needed. Use of automation is recommended.
2. Manage the workload. The Captain should divide the workload and assign duties. Normally, the PF should fly
the aircraft and work the radios while the PM maintains situational awareness, prioritizes and responds to
threats, runs checklists, coordinates with the expanded team and so on. Research shows that more errors are
made when the Captain attempts to fly the airplane and manage the situation at the same time. In fact, an
NTSB study showed that from 1979 to 1994 the Captain was PF during 81% of aircraft incidents. As a general
rule, there will be fewer errors if the First Officer flies the airplane while the Captain manages the situation.
3. Make a decision. The Captain must determine the criticality of the highest threat and decide on a course of
action and then inform the expanded team of his decision.
Unexpected threats can be divided into two categories, Time and No-Time. As the names imply, Time threats are
threats that allow time to evaluate the situation prior to action. No-Time threats, on the other hand, are threats that
must be handled quickly. There is little or no time for evaluation before deciding on a course of action. In general,
the breakdown is as follows:
No-Time threats are fire, smoke, security issues and confirmed medical emergencies
Time threats are everything else
Use T-P-C as a process for dealing with Unexpected Time threats:
T Time. Get more of it. Slow down, hold or request delay vectors.
P Plan. Create a plan using the QRH, other crewmembers, ATC and Dispatch.
C Communicate. Use the standard two-in, two-out to inform everybody of the plan.
With a No-Time threat, skip the T because there isnt any time and go right to the plan:
P Plan B, which you already made. More on that below.
C Communicate. Use the standard two-in, two-out again.
In reference to Plan B, you should always know where your best divert fields are for takeoff, cruise and landing and
have a plan of action in mind if a No-Time event occurs. Be aware, however, that the decision to divert and the
selected divert field should normally be a joint decision with the dispatcher and with STAT-MD in the event of a
medical emergency.
In a No-Time situation requiring a divert, the Captain may say to the First Officer, You have the aircraft and radios.
Declare an emergency and take us to (the divert field), the longest landing runway, 10 mile final, 200 knots. Go as
fast as youre comfortable, but no faster. If you have any questions or problems, do whatever it takes to get my
attention. You may also consider having the Flight Attendants brief the passengers and ATC inform the
Company.
(Source: FOM Chapter 12)
Dave Collett
October 31, 2015
24
Callout Summary
NORMAL TAKEOFF PROFILE
At 70% N1/ 1.1 EPR minimum: N1 or EPR. [PF]
At 80 knots: 80 knots, Throttle Hold, Thrust Normal. [PM]
At appropriate speeds: V1 . . . Rotate. [PM]
At 400' RA: Verify LNAV or Heading Select. [PF]
At the first SWB and accelerating: Flaps 1. [PF]
At 20 knots below the second SWB and accelerating: Flaps Up, After Takeoff Checklist. [PF]
TAKEOFF WITH VNAV INOPERATIVE
At 1,000' AFE: Flight Level Change, Bug Clean Speed, Climb Power. [PF]
At 2,500' AFE: Bug 250 knots. [PF]
IF FLAPS DO NOT RETRACT AFTER TAKEOFF
Flight Level Change, Bug 180 knots. [PF]
LOW ALTITUDE HOLD DOWN
Climb Power, Bug Clean Speed, Autothrottles Speed. [PF] (CBS)
TWO ENGINE GO-AROUND
Go Around. [PF]
Go-Around Verified. [PM]
Flaps 20. [PF]
At 400' RA: Heading Select or LNAV. [PF]
At 20 knots below the first SWB and accelerating: Flaps 5. [PF]
ENGINE FAILURE ON TAKEOFF (V1 Cut)
At 400' RA: Heading Select, Declare an Emergency and Request Runway Heading. [PF]
At 1,000' AFE: Vertical Speed +200, Disarm VNAV. [PF]
At the first SWB: Flight Level Change, Bug Flaps 5 Speed, Select and Set Continuous Power. [PF]
Autothrottles Off, Autopilot On. [PF]
After Takeoff Checklist, Engine Failure Checklist. [PF]
Descent Checklist, Approach Checklist. [PF]
SINGLE ENGINE GO-AROUND
Go Around. [PF]
Go-Around Verified. [PM]
Flaps 5. [PF]
At 400' RA: Stay in Go-Around or Heading Select or LNAV. [PF]
Dave Collett
October 31, 2015
25
Autoland
Flaps Extended
Arms Go-Around
Displays Pitch Limit Indicator
Ignition to selected igniters if Auto is selected on the Engine Start Panel
Approach Mode Selected
Arms G/S and LOC

Arms the two remaining autopilots
Bus separation (The center autopilot is powered by the battery/standby system
instead of the left main system.)
Localizer Capture
MCP heading and HSI heading bug slew to the inbound course
ILS frequency change is inhibited
ADI LOC scale expands when within dot of the Localizer
Glideslope Capture
Arms Go-Around if G/S capture precedes flap extension

ILS frequency change is inhibited if G/S capture precedes LOC capture
1500' RA
500' RA
Runway alignment begins. The autopilot will de-crab the airplane.
330' RA
On the 757-200, two units of nose-up trim are applied if LAND 2 is

annunciated. (100' RA on the 757-300 and 767)
200' RA
Rising Runway symbol comes into view

Bus Isolation (In the event of a generator failure, the Bus Tie Breakers prevent
a single generator from powering both the left and right AC busses. The
affected bus and autopilot remain unpowered unless the APU is running.)
ASA is inhibited from changing to NO LAND 3, but can change to NO
AUTOLAND
45' RA
Flare Capture on the 757 (50' RA on the 767)
25' RA
Autothrottles retard to idle on the 757-200 (30' RA on the 757-300 and 15' RA
on the 767)
5' RA
Rollout Capture
Autopilot levels the wings
Go-Around inhibited after 2 seconds at 5' RA or below
Touchdown
Autothrottles disengage when reverse thrust is selected

Rollout mode remains active until autopilots are disengaged. The autopilots
use rudder and nosewheel steering to track the runway centerline.
The two remaining autopilots engage

Flare and Rollout armed
Autopilot rudder control engages
LAND 2 or LAND 3 is displayed on the ASA
Dave Collett
October 31, 2015
26
Facts and Figures

References
NP = Volume 1 Normal Procedures
NOI = Volume 1 Normal Ops Info
SP = Volume 1 Supplementary Procedures
AO = Airway Manual Operations
AS = Airway Manual Supplemental
ACARS 501 Flight Summary
ACARS 501 Fuel Boarded

ACARS 501 In-Range Report
ACARS 501 Sports Scores
ACARS Digital ATIS

ACARS Flight Summary
ACARS Inop
ACARS Inop
ACARS Position Reports

Active Waypoint Monitoring
Administrative Duties
Airport Elevation
Airport Reference Point
F = FOM
T = FCTM
JE = Jepps Emergency
JI = Jepps Introduction
Q = QRH
II = Volume 2
AIM = Aeronautical Info Manual
GS = Ground School/Other
Enter an employee number or some other value (e.g. 999999) in the

Employee Number for Takeoff field so engineering can validate the
takeoff power setting. (So they know a pilot completed the page with
real data instead of ACARS default data.) Employee Number for
Landing is currently not required.
Enter 0 in this field if an EFSR is received.
Fill in the total number of wheelchairs required at the destination and
any unaccompanied minors that are not already listed on the Flight
Attendant Departure Report.
On the Other page, enter ATLXGDL in the address field and scores
in the text field with the type of scores you are requesting. If you
enter scores in the text field the message is automatically routed to
Atlanta Radio. Otherwise it goes to the dispatcher who must forward
it.
If the Digital ATIS altimeter setting numeric value (e.g. 29.82) and
alpha value (e.g. two niner eight two) are different, the crew must
not accept the altimeter setting.
Do not manually send the ACARS FLT SUMMARY report after
block in. The report will automatically send after 5 minutes.
If ACARS is inop, crews should report out, off, on and in times to
Atlanta radio via phone or radio.
If ACARS is inop, the crew should obtain a hard copy of the WDR
from the gate agent prior to closing the cabin door.
If takeoff data is required after pushback, contact the dispatcher via
VHF or SATCOM for a phone patch to the load planner to obtain
takeoff data for a full power takeoff for one runway and one flap
setting.
Do not send ACARS position reports manually prior to actually
crossing the fix or actually crossing abeam the fix because the report
will be rejected and the flight status will not be updated.
Anytime the aircraft is flown in an FMS Nav mode, at least one pilot
will have the map displayed on the HSI. If the distance is greater
than 320 miles, verify the active waypoint on the MCDU.
During descent and approach, the map display should have the active
waypoint visible.
Administrative duties should be completed during cruise and avoided
from takeoff to top of climb and from top of descent until clear of all
runways.
After landing, no administrative duties (e.g. calling Ops) should be
performed until clear of all active runways.
The highest point on an airports usable runways measured in feet
above mean sea level. In a few countries, the airport elevation is
determined at the Airport Reference Point.
A point on the airport designated as the official airport location.
Dave Collett
October 31, 2015
SP 5.31
SP 5.13
SP 5.27
SP 5.36
SP 5.01
SP 5.40
NP 20.84
F 3.4.01
F 5.6.20
GS
F 3.2.02
F 3.2.03
JI 03
JI 03
27
Airport Types
Airspeed Bugs on Landing

Airspeed Bugs on Non-Normals
Airspeed Bugs on Takeoff

Airspeed Limits (US)
Airway Course
Alternate Airport
Alternate Airport Estimate
Alternate Airport Minimums
Alternate Flap Extension

Alternate Required After
Takeoff
Airport types:
Online: regularly served by Delta (at least one airplane type)
Offline: not regularly served by Delta
Emergency: emergency airports should only be used when a
specific emergency exists and the flight cannot continue to an
online or offline airport
An airport may not be compatible with your aircraft. Time permitting,
contact the dispatcher and consult the Airport Authorization List in
the Airway Manual to determine the suitability of any divert airport.
If conditions such as fire or continuous smoke and/or fumes exist, any
available airport or landing surface can be used.
DWB at Vref 25/30 and SWBs at Vref 30 + 40 and Vref 30 + 80.
Vref 25/30 + any applicable wind additives in the IAS/MACH
window.
If a non-normal checklist requires a final approach airspeed different
from our normal Flaps 25 or Flaps 30 airspeed (e.g. single engine or
a flap/slat problem), set the airspeed bugs as soon as you read about
it in the QRH so you dont inadvertently set the wrong airspeed later.
V2 in the IAS/MACH window.
SWBs at V1, VR, Vref 30 + 40 and Vref 30 + 80.
250 KIAS below 10,000' MSL within 12 nm of the coast.
200 KIAS, or minimum speed if greater than 200 knots, at or below
2,500' AGL within 4 nm of the primary airport in Class C or D
airspace unless otherwise authorized or required by ATC.
200 KIAS or clean speed or minimum speed, whichever is greater,
below Class B airspace or in a Class B VFR corridor.
Be aware of the 200 KIAS/clean speed restriction if being radar
vectored for an approach and the controller says you will temporarily
leave Class B airspace. If there is Class B airspace above you (and
there usually is), your max speed is 200 KIAS or clean speed. You
may have to slow down.
For airways, the displayed FMS course may not be identical to the
charted value.
Alternate planning for use of GPS approaches must be based on a
single navigation facility even if there are two or more GPS
approaches to different runways.
Enter the alternate as the Destination on Progress page 1.
Estimates are for present position direct.
If the alternate airport has one navigational facility providing a
straight-in non-precision, CAT I precision, GPS or circling approach
from an IAF, add 400 feet to the MDA or DA and add 1 sm or
1600 m to the visibility minimum.
If the alternate airport has at least two straight-in approaches to
different suitable runways, add 200 feet to the higher DA or MDA of
the two approaches used and add sm or 800 m to the higher
visibility minimum of the two approaches used.
Since the flaps extend more slowly when using the alternate system, it
is recommended to delay setting the new command speed until the
flaps reach the selected position.
When selecting an alternate airport while airborne, the weather must
be at or above normal destination weather minimums. Dispatch
alternate weather minimums do not apply.
Dave Collett
October 31, 2015
AO6 1.02
AO6 1.02
AO6 1.03
AO6 2.02
NP 20.69
GS
NP 20.56
AO6 NA 1.7
GS
SP 11.21
AO3 1.08
SP 11.19
AO3 1.08
T 8.19
F 10.2.01
28
Alternate Required After

Takeoff
Alternate Requirements
Takeoff Alternate
FAR 121 does not prohibit a flight from continuing to its destination
without an alternate once the flight has departed and weather
conditions deteriorate to the point where an alternate would have
been required for dispatch. The Captain and dispatcher must discuss
the situation and agree to continue to the destination however.
F 5.1.05
A takeoff alternate is required if you are unable to return to the airfield
of departure for a CAT I or better approach (precision or nonprecision).
The alternate must be within one hour in still air with an engine out.
Driftdown Alternate
A driftdown alternate is required when the aircraft is unable to clear all

terrain along the intended route by 1,000 feet with an engine
inoperative.
Destination Alternate
A destination alternate is required when:

IFR/NO ALTN requirements cannot be satisfied
on an international flight plan longer than 6 hours regardless of
weather. If the flight is a planned redispatch and a segment is
under 6 hours, however, an alternate does not have to be named for
that segment unless required by weather or other circumstances.
Domestic IFR/NO ALTN
No alternate is required if, for the ETA 1 hour, the ceiling will be at
least 1,000 feet above the airport elevation, the visibility will be at
least 3 sm, a CAT I ILS is available, and no thunderstorms are
forecast. (1-1-3, CAT I, no TRWs rule.)
Exemption 10332 CAT II/III

Domestic Only
No alternate is required if, for the ETA 1 hour, the ceiling will be at
least 1,000 feet above the airport elevation, the visibility will be at
least 2 sm, and a CAT II or CAT III ILS is available, and no
thunderstorms are forecast. (1-1-2, CAT II/III, no TRWs rule.)
Alternate Weather
Requirements
F 5.1.06
F 5.1.07
No alternate is required if, for the ETA 1 hour, the ceiling is reported
or forecast to be at least 2,000 feet and the visibility is reported or
forecast to be at least 3 sm. (1-2-3 rule.)
Exemption 10332 CAT I

Domestic Only
International IFR/NO ALTN

Six Hours or Less
F 5.1.08
No alternate is required if, for the ETA 1 hour, the ceiling is reported
or forecast to be at least 2,000 feet or 1,500 feet above the lowest
HAT/HAA, whichever is greater, and the visibility is reported or
forecast to be at least 3 sm or 2 sm above the lowest required
visibility, whichever is greater. Some authorities require an alternate
regardless of flight time however.
Weather minimums for filing alternates are derived using the Alternate
Airport Minimums Tables in the Airway Manual Chapter 3.
If there is no applicable IFR approach, forecast ceiling and visibility
must permit a descent from the MEA to land under VFR.
Dave Collett
October 31, 2015
F 5.1.08
F 5.1.09
29
Altimetry
Anti-Ice
Inflight Icing
Anti-Ice
Ice Detection System
Anti-Ice
Icing Conditions
Anti-Ice
When the pressure setting is reported in hectopascals or millibars and

below 1,000 hectopascals or millibars, all read-backs, altimeter
setting checklist challenges and responses shall include the word
hectopascals or millibars respectively.
Hectopascals (hPA) has superseded millibars (MB) at most locations,
but millibars may still be used in some places. (1 hPA = 1 MB)
Millimeters (MM) are used in eastern Europe. Millimeters are
incompatible with Delta aircraft and hectopascals must be requested
from ATC. If necessary, use the Quick Reference Card to convert
millimeters to millibars.
Transition altitude is the altitude climbing through which the
altimeters must be set to 29.92 InHG or 1013 hPA (QNE).
Transition level is the flight level descending through which the
altimeters must be reset to the local altimeter setting (QNH).
AS3 2.01
AS3 2.02
AS4 2.26
The greatest threat of inflight icing is between 0C and -15C OAT.
The threat decreases as the OAT decreases to -40C.
Operations into known severe icing conditions are prohibited.
Make a report to both ATC and Flight Control when encountering
moderate or severe inflight icing.
AS4 2.27
AS4 2.29
Differences
Some airplanes (both 757s and 767s) do not have an ice detection
system installed and the airframe must be monitored for ice buildup.
Refer to the Differences section of Volume 1 and/or look for an
Icing light on the overhead panel.
If an ice detection system is not installed, the only indication of
airframe icing will be ice buildup near the windscreen.
SP 16.01
Icing conditions exist when OAT (on the ground) or TAT (in flight) is
10C or below and:
visible moisture (clouds, fog with visibility less than 1 statute mile
(1600 m), rain, snow, sleet, ice crystals) is present, or
ice, snow, slush or standing water is present on the ramps,
taxiways or runways
Do not use engine anti-ice when OAT (on the ground) is above 10C.
Do not use engine or wing anti-ice when TAT (in flight) is above
10C.
Dave Collett
October 31, 2015
SP 16.01
30
Anti-Ice
Engine Anti-Ice Ground
Engine Anti-Ice Inflight
SP 16.05
Engine anti-ice must be selected On (not Auto) immediately after
engine start and remain on during all ground operations when icing
conditions exist or are anticipated except when the temperature is
below -40C OAT. (The automatic system, if installed, is inhibited
on the ground.)
Do not wait for visual indications of ice. Use at all times during icing
conditions to avoid engine damage or failure.
During single-engine taxi, operate only one pack with the APU bleed
valve closed.
For airplanes with an Auto selector, turn engine anti-ice On after
landing in icing conditions. (The automatic system is inhibited on
the ground and the anti-ice valve will close after landing if the
selector is in Auto.)
Do not use engine anti-ice when the OAT is above 10C.
Engine anti-ice must be Auto or On during all flight operations when
icing conditions exist or are anticipated except during climb and
cruise when the temperature is below -40C SAT. Engine anti-ice
must be Auto or On prior to and during descent in icing conditions
even when the temperature is below -40C SAT.
When operating in areas of possible icing, activate engine anti-ice
before entering icing conditions.
Do not use engine anti-ice when the OAT is above 10C.
Dave Collett
October 31, 2015
SP 16.10
31
Anti-Ice
Engine Run Ups
Ground
Takeoff
Inflight
Anti-Ice
Engine Run Ups
Anti-Ice
Wing Anti-Ice Inflight Only
SP 16.07
When engine anti-ice is required and the OAT is 3C or below,
perform engine run ups during ground operations (taxi out, ground
holding, taxi in) to minimize ice build-up. Be sure to check that the
area behind the aircraft is clear.
757 run up the engines to a minimum of 50% N1 for one second
at intervals no greater than 15 minutes. The time interval may be
extended to 30 minutes if operationally necessary. If the 30 minute
limit is exceeded, the engine must be shut down and inspected for
ice. Do not exceed 40% N1 prior to shut down and inspection.
767 with P&W Engines run up the engines to a minimum of 50%
N1 for one second at intervals no greater than 15 minutes
767 with GE Engines run up the engines to a minimum of
60% N1 for 30 seconds at intervals no greater than 30 minutes
A standing takeoff is required when engine anti-ice is on and the OAT
is 3C or below. Hold the brakes and make a static run up until the
engines are stabilized at or above 60% N1and ensure all engine
indications are normal before releasing brakes. This applies to all
aircraft.
Domestic 767s with GE engines:
maintain N1 at or above the TAI reference bug (45% N1 at or
above 10,000' and 40% N1 below 10,000') except as required for
landing. A 3% tolerance is permitted with autothrottles on.
767ERs with GE engines:
avoid prolonged operation in moderate to severe icing conditions
during flight in moderate to severe icing conditions for prolonged
periods with N1 at or below 70% or if fan icing is suspected due to
high engine vibration, increase thrust on one engine at a time to a
minimum of 70% N1 for 10-30 seconds every 10 minutes
SP 16.08
SP 16.09
SP 16.10
SP 16.11
SP 16.07
Ground operation in icing conditions without the required engine runups may result in severe engine damage and possible surge.
SP 16.11
Wing anti-ice is inhibited on the ground on all airplanes.
Ice accumulation on or near the windscreen or windshield wiper arm
can be used as an indication of airframe icing.
For aircraft with wing anti-ice selectors, wing anti-ice is automatic
inflight through the ice detection system.
For aircraft with wing anti-ice switches, if the Icing light and Ice Det
On EICAS message illuminate, check for visual indications of
airframe icing. If visual indications of airframe icing exist, turn the
wing anti-ice switch on.
Do not use wing anti-ice when TAT is above 10 C.
Some aircraft with wing anti-ice switches do not have an ice detection
system installed. On those aircraft, visually monitor for indications
of airframe icing and turn the wing anti-ice switch on if present.
Dave Collett
October 31, 2015
Differences
32
Anti-Ice
Wing Anti-Ice Inflight Only
Anti-Ice (757)
Anti-Ice (757-300)
Anti-Ice (767 With GE Engines)
Anti-Ice After Landing
Anti-Ice on Preflight Check

Anti-Ice on Single-Engine Taxi
Anti-Icing
Deicing
Anti-Icing at Offline Stations
Anti-Icing Clean Aircraft
Concept
Anti-Icing Clean Aircraft
Concept
T 1.53
The wing anti-ice system may be used as a de-icer or anti-icer and
only in flight. The primary method is to use it as a de-icer by
allowing ice to accumulate before turning wing anti-ice on. This
procedure provides the cleanest airfoil surface, the least possible
runback ice formation, and the least thrust and fuel penalty.
Normally it is not necessary to shed ice periodically unless extended
flight through icing conditions is necessary, such as during holding.
The secondary method is to select the wing anti-ice selector on when
wing icing is possible and use the system as an anti-icer.
On the 757, when engine anti-ice will be required and OAT is 3C or
below, perform a visual check for ice buildup on the first stage of the
low pressure compressor (LPC) stator. Refer to SP 16.3 for a
graphic.
On 757-300 aircraft, the flaps up maneuver margin to stick shaker is
reduced if wing anti-ice is on. Additional airspeed (up to 5 knots)
may be added to the flaps up maneuvering speed to ensure full
maneuver margin.
To avoid engine flame out, prior to reducing thrust for descent in
visible moisture with TAT below 10 C, even if the SAT is
below -40 C, turn engine anti-ice on. If at or below 22,000 feet, turn
wing anti-ice on as well. Even if the airplane has automatic systems,
turn the switches on.
Do not operate engine or wing anti-ice when the TAT is above 10 C.
Avoid flying directly above significant amber or red radar returns in
IMC.
On airplanes with automatic anti-ice systems, the engine anti-ice must
be turned on after landing because the automatic system is inhibited
on the ground.
On airplanes with manual anti-ice systems, the wing anti-ice Valve
lights will illuminate after landing with wing anti-ice on because the
wing anti-ice valves will automatically close and disagree with the
commanded position. For both manual and automatic systems, turn
the wing anti-ice off after landing.
Engine anti-ice Off for manual systems or Auto for auto systems
Wing anti-ice Off (both manual and automatic systems)
During single-engine taxi with engine anti-ice on, operate only one
pack.
Anti-icing is a precautionary procedure that provides protection
against the formation of frost or ice and the accumulation of snow or
slush on treated surfaces of the aircraft for a limited period of time
(holdover time).
Deicing is the procedure for removing frost, ice, slush or snow from
the aircraft in order to provide clean surfaces.
A cabin check is always required if the de/anti-icing crew at a station
has not been trained on Delta procedures.
Ensure all leading edge devices, all control surfaces, and the upper
wing and winglets (if installed), are free of snow, ice, and frost. The
upper wing surfaces should be confirmed free of frozen
contamination by inspection from the best vantage points.
Takeoff is prohibited when frost, ice, snow or slush is adhering to the
wings, control surfaces, engine inlets or other critical surfaces of the
aircraft.
Do not rely on airflow during takeoff roll to remove frozen
precipitation that may be adhering to the aircraft.
Dave Collett
October 31, 2015
T 1.54
SP 16.03
SP 16.12
SP 16.12
SP 16.13
GS
NP 20.24
SP 16.05
T 2.27
T 2.26
T 2.32
SP 16.02
T 2.27
33
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing Fluids
Anti-Icing Fluids
Loss of Effectiveness (All)
If Type IV fluid was used for overnight protection, it must be

completely removed with Type I fluid prior to departure.
If no specific fluid manufacturer and type is identified in the post
de/anti-icing report, or if there is no specific holdover table for the
fluid used, or if there is any doubt as to the exact product applied,
crewmembers must default to the FAA generic holdover table.
Generally, Type I, II and IV fluids are considered to have the same
effect on braking and steering as water.
It is very difficult to distinguish de/anti-icing fluid from hydraulic
fluid since both have a similar texture and color. Contact local
maintenance or MCC through the dispatcher if residual fluid is
observed and cannot be identified.
Non-certified de/anti-icing fluids may be found at certain international
stations, offline stations and at military bases.
Non-certified Type I fluid is not authorized for takeoff during active
icing conditions. Contact the dispatcher if used.
Non-certified Type II and Type IV fluids are not authorized under any
circumstances.
Use caution when walking on the ramp after de/anti-icing. A slippery
condition may exist especially in dry weather or during light
precipitation.
T 2.34
T 2.35
T 2.35
T 2.35
T 2.35
T 2.35
T 2.39
Any ice, frost or snow on top of the fluid.

Fluids normally fail first on the leading or trailing edge of the wing,
but will fail first at mid-chord if the airplane is pointing downwind.
Type I
Frozen precipitation will begin to accumulate just as if the surface was

untreated.
Type II and IV
Gray or white appearance and buildup of ice crystals on or in the fluid.

Progressive surface freezing.
Snow accumulation.
Dulling of surface reflectivity (loss of gloss or orange peel
appearance).
Ice buildup on the life raft attach points, if installed.
Holdover time is the estimated time that anti-icing fluid will prevent
frozen contaminants from forming on treated surfaces.
Holdover time begins when the final fluid application begins and ends
when the fluid loses effectiveness or when the holdover time
extracted from the chart expires.
Anti-Icing Holdover Time
T 2.31
Dave Collett
October 31, 2015
T 2.29
34

Range
Anti-Icing with Engines
Running
Anti-Icing: Approach in Icing

Conditions
Anti-Icing: APU Inlet Door
Anti-Icing: APU Inlet Door
Anti-Icing: Freezing
Precipitation
Anti-Icing: Frost
Anti-Icing: Frost
Anti-Icing: Frost
OAT is determined by the most current weather report or ATIS.

Type and intensity of the frozen precipitation is determined by the
most current official report.
If a pilot assesses the intensity greater than that being reported, he will
use the heavier precipitation in the holdover tables.
If a pilot assesses the intensity less than that being reported, he shall
request a new observation be taken and reported.
A pilot may act on his own assessment of lesser precipitation intensity
only for snow or ice pellets and only if the intensity is grossly
different from that being reported (e.g. the snow has stopped).
the pilots assessment must be sent to Flight Control via ACARS
a cabin check is required within 5 minutes of takeoff
Pilot assessment of freezing drizzle or freezing rain is not permitted
unless no precipitation is actually falling, however freezing drizzle
and freezing rain adhering to the aircraft are so hard to detect that if
these conditions are reported or anticipated the aircraft shall be
de/anti-iced as a precaution against encountering these conditions
during taxi out.
Whenever a time range is given, the shorter time is for moderate
precipitation conditions and the longer time is for light conditions.
Holdover time for heavy conditions will be less than the shortest
time in the range.
Engine running de/anti-icing is authorized at remote locations on the
airport as noted on the specific Delta Special Page. At all other
stations, engine running de/anti-icing is not authorized.
The Deicing Coordinator at the remote location is the final authority in
deciding if engine running de/anti-icing will be accomplished.
On some 767s, operations in icing conditions have resulted in higher
than normal airframe buffet when landing flaps are selected. No
flight crew action is needed if this occurs.
The APU inlet door must be free of snow and ice before APU start.
Snow, slush or ice ingestion into the APU inlet duct while the APU is
running can cause serious damage. Ensure the APU inlet area is clear
before starting the APU.
Ingestion of deicing fluid causes objectionable fumes and odors to
enter the airplane.
Do not take off during heavy freezing drizzle, heavy ice pellets,
moderate or heavy freezing rain.
Takeoff with a light coating of frost up to 1/8 inch (3 mm) thick on the
lower wing surfaces due to cold fuel is allowable.
Thin hoar frost is acceptable on the upper surface of the fuselage
provided all vents and ports are clear. Thin hoarfrost is a uniform
white deposit of fine crystalline texture, which usually occurs on
exposed surfaces on a cold and cloudless night, and which is thin
enough to distinguish surface features underneath, such as paint
lines, markings or lettering.
If hoar frost extends down to the window area, the fuselage must be
de-iced.
Ice or frost on the upper wing surface (which is unacceptable) caused
by a cold-soaked wing should be suspected if:
frost or ice is observed on the underside of the wing, and
the airplane arrived with a large amount of fuel in the wing tanks
Adding warm fuel to the wing tanks is the quickest way to alleviate a
cold-soaked wing condition.
Dave Collett
October 31, 2015
T 2.41
T 2.42
T 2.41
T 2.36
SP 16.13
SP 16.03
SP 16.26
T 2.29
SP 16.02
T 2.27
T 2.28
35
Anti-Icing: Ice Near Static Ports

Anti-Icing: Ice on Flaps
Anti-Icing: Snow
Anti-Skid
Approach Ban
Approach Categories
Approach Categories
Approach Charts
Approach Charts
Approach Clearance
Snow or ice immediately forward of static ports may disturb the

airflow over the ports resulting in erroneous readings even when the
ports are clear.
After prolonged operation in icing conditions with the flaps extended,
or if airframe ice is observed, or after landing on a runway
contaminated with ice, snow or slush, do not retract the flaps to less
than Flaps 20 until the flap areas have been checked free of
contaminates.
Snow is wet if the temperature is 30F (-1C) or above.
Snow is dry if the temperature is below 30F (-1C).
When brakes are applied on a slippery runway, several skid cycles
occur before the antiskid system establishes the right amount of
brake pressure for the most effective braking. If the pilot modulates
the brake pedals, the antiskid system is forced to readjust the brake
pressure to establish optimum braking. During this readjustment
time, braking efficiency is lost.
The final approach segment of any instrument approach procedure
shall not be initiated unless the visibility conditions are reported to
be at or above the minimum authorized for the approach. (You must
have the weather to the feather.)
All approaches with less than statute mile or 800 meters visibility
require the use of RVR.
At no time will a pilot operate to lower minima than published for a
particular approach.
757-200: Category C
757-300 and 767: Category D
Circling: Category D or highest speed minimums
RNAV (RNP): Category D or highest speed minimums
Inclusion of an approach procedure in the Jeppesen manual does not
constitute authority for use by Delta pilots.
This is also true for the Jeppesen app on the Surface tablet. There may
be approach charts included for approaches we are not authorized to
fly. The only way to know is to check Chapter 3 of the Airway
Manual for a list of authorized approaches.
Some foreign approach charts have full and limited minimums.
Delta is authorized to use full minimums provided a flight director or
autopilot is used to DA(H) or until the appropriate visual references
are obtained.
Touchdown zone and/or centerline lights may be inoperative or not
installed..
Limited minimums do not apply to Delta operations.
ILS step down fix altitudes prior to the final approach segment are
mandatory and are often not coincident with the extended glideslope
path. When tracking the glideslope prior to the final approach
segment, use caution to ensure compliance with charted step down
altitude restrictions.
The glideslope does not necessarily correspond with the minimum
altitudes at the step down fixes. If following the glideslope it is
possible to inadvertently descend below the minimum altitude before
crossing a step down fix.
Dave Collett
October 31, 2015
SP 16.02
SP 16.13
SP 16.20
T 6.30
AO3 4.02
AO3 4.04
AO3 4.05
NOI 3.13
AO3 4.02
AO3 4.09
AO3 4.02
36
Approach Clearance
Approach Clearance
Approach Clearance
Approach Minimums
Approach Mode
Approach Visibility
APU Bleed
APU Cancel Shutdown
Once cleared for a specific approach procedure, execute the entire

procedure from the point of clearance as depicted on the approach
chart unless a new ATC clearance is received. On procedures that
require alignment with the runway after the DA/MDA (visual
segment) do not maneuver to align prior to the visual segment
without ATC clearance.
When cleared for an ILS approach, you may not descend below any
step-down altitudes prior to the FAF. In some cases, following the
glideslope prior to the feather will take you below step-down
altitudes and may result in a violation or unsafe terrain clearance. A
good technique is to fly the localizer while complying with the stepdown altitudes with VNAV (preferred), V/S or Flight Level Change
and then arm Approach mode approaching the feather. If you do
intercept the glideslope prior to the feather, monitor raw data to
ensure compliance with the step-down altitudes and deviate from the
glideslope if necessary.
When cleared for a visual approach to an airport in Class B airspace,
you must remain above the floor of the Class B during the approach.
In some cases, following the ILS glideslope prior to the feather will
take you below Class B and, once again, may result in a violation.
(LAS 25L/R and SLC 16L are two examples.) Therefore, even on a
visual approach, ensure compliance with the step-down altitudes on
the ILS approach plate.
Class B airspace is depicted on low altitude charts, area charts and the
Surface tablet.
When cleared for an approach and on a published segment of that
approach, the pilot is authorized to descend to the minimum altitude
for that segment. When cleared for an approach and not on a
published segment of the approach, maintain the last assigned
altitude until crossing the initial approach fix or established on a
published segment of that approach. If established in a holding
pattern at the final approach fix, the pilot is authorized to descend to
the procedure turn altitude when cleared for the approach.
Verbalize Radio or Baro, as appropriate, on the Descent checklist.
To deselect Approach mode:
If neither LOC or G/S has captured, push the APP switch again
If LOC is captured and G/S is armed, select another roll mode
other than LNAV (e.g. Heading Select)
If G/S is captured and LOC is armed, select another pitch mode
except VNAV (e.g. Altitude Hold)
If both LOC and G/S have captured, select G/A mode or
disconnect the autopilot(s) and cycle the F/D switches
On all approaches (CAT I, CAT II and CAT III), if the aircraft is
established on the final approach segment and the controlling
visibility decreases below the authorized minima, the approach may
be continued to the applicable AH/DH/MDA for the approach being
conducted.
Specific foreign country exceptions may apply.
If the APU is running and bleed air is not required, ensure the APU
bleed valve is closed for better fuel efficiency and lower EGT.
If the APU is turned off and the APU Run light is still illuminated
(during the cool down), turning the switch to Start and releasing it to
On will cancel the shutdown signal and the APU will keep running.
Dave Collett
October 31, 2015
AO3 4.02
GS
T 5.002
NP 20.72
II
AO3 4.05
AO3 4.10
AO3 4.13
NP 20.26
II
37
APU Cold Soaked Start
APU Fault Reset

APU Fuel
APU Fuel Valve EICAS
Message
APU Hobbs Meter
APU Inop for Pushback
APU Leaks
APU Operation
Start APU
Bleed Air Available
Electric Power Available
APU Policy
APU Shutdown
APU Start
APU Start
APU Start
APU Starter Duty Cycle
If required during an ETOPS flight, attempt to start the APU prior to

descent between FL270 and FL410 after at least two hours at cruise
altitude. Three start attempts are allowed. The APU must maintain
stable operating speed for at least 5 minutes to be considered a
successful start.
Note the following:
APU start successful or unsuccessful
number of start attempts required
Static Air Temperature
Flight Level
peak EGT during start
With ACARS 501 or if ACARS is inop, record results in the logbook.
Otherwise, report via ACARS.
Turn the APU selector Off, then On (not Start). If the fault light
remains illuminated, do not attempt to start the APU.
If AC power is available, the left forward fuel pump will operate and
the PRESS light will be out if the APU is running regardless of
pump switch position.
Turn the APU selector off. Do not attempt to start the APU.
SP 7.07
At the top of climb, input the time on the APU Hobbs meter (if
installed) in the Hours block of the appropriate ACARS page.
If the APU is inop and an engine was started at the gate with external
power, the rampers will be unable to open the forward or aft cargo
doors to load late bags after pushback because the Ground Handling
bus will be unpowered. The Ground Handling bus can only be
powered on the ground by either external power or the APU. The
bulk cargo door on the 767 can be opened manually however.
There should be no leaks from the APU exhaust or drains.
NP 20.68
Up to max altitude (42,000' for the 757 or 43,000' for the 767)
Up to 17,000'
Up to max altitude
Start the APU approximately 5 minutes prior to pushback for all
flights unless pre-conditioned air is unavailable or passenger comfort
is affected.
Upon arrival, flight crews should time the APU start so the APU
reaches operating speed just prior to the aircraft coming to a stop at
the gate. (Approximately one minute prior to gate arrival.)
The Captain should not depart the airplane with the APU running
unless all attempts to connect ground power have failed.
Turn the APU selector off and wait until the Run light extinguishes
before turning off the battery.
The APU Fault light will flash momentarily during start as the fuel
valve opens.
The Run light will flash twice, the first time is a self-test and the
second time is starter engagement.
The battery switch must be On to start the APU.
To start the APU, hold the selector in Start for 3-5 seconds and then
slowly release to On.
Do not allow the APU selector to spring back to the On position.
Start and swap power to the APU five minutes prior to departure.
The APU starter duty cycle is a maximum of 3 consecutive starts or
start attempts within a 60-minute period.
Dave Collett
October 31, 2015
SP 7.08
Q 7.11
II
Q 7.11
II
GS
II
F 3.4.02
NP 20.86
II
II
SP 6.02
Limitations
38
Assumed Temperature Takeoffs
Assumed Temperature Thrust

Rollback
Augmented Crews
Augmented Crews
Augmented Crews
Augmented Crews
Do not use assumed temperature thrust reductions when:

restricted at particular airports noted in the Delta Special Pages
unstable weather conditions exist
AWABS is inoperative
the runway is contaminated with standing water, slush, snow or ice
certain MEL procedures prohibit its use, or
an assumed temperature thrust setting is not authorized by the
WDR
If the Thrust Management Computer automatically reduces the
assumed temperature to a cooler value, accept the cooler value but
use the V speeds for the entered temperature. For example, if you
enter AT57 but the thrust rolls back to AT53, use AT53 thrust for
takeoff and the V speeds for AT57.
Report the actual temperature used in the logbook or via ACARS.
On four-pilot augmented crews, the signature of each Captain on the
FDRA signifies that while in the control seat they assume
responsibility for the safe conduct of the flight.
On four-pilot augmented crews the senior Captain will conduct the
preflight briefing, verify landing currencies, determine rest breaks,
be the point of contact for irregular operations and things like that,
but during flight the Captain in the left seat is the PIC and will make
all operational and safety decisions including the decision to divert.
On three-pilot augmented crews, when the Captain is not on the flight
deck, the pilot in the left seat will perform PIC duties until the
Captain returns.
All pilots will be awakened 60 minutes prior to landing and be at their
duty stations no later than 45 minutes prior to landing and through
shutdown checklist completion.
On three-pilot augmented crews, the Captains rest period should be
interrupted for:
issuance of an unanticipated reroute or altitude
a fuel overburn situation
a significant cabin issue (e.g. a medical or security emergency)
a significant aircraft mechanical irregularity
a loss of equipment that will affect navigation
changes in weather that may require a divert or change of ETOPS
plan
any operational concern that requires the Captains involvement
Each relieving crewmember must be briefed prior to assuming flight
deck duties. The briefing will include pertinent information
pertaining to route, altitude, ATC status (radar contact, CPDLC,
WPR, etc.), fuel and time trends, weather, aircraft status, passenger
issues and issues requiring notification of the Captain.
Immediately after assuming flight deck duties, the relieving
crewmember(s) will compare FMS coordinates/waypoints to the
clearance or flight plan as applicable.
Dave Collett
October 31, 2015
T 3.12
SP 7.04
F 3.1.05
F 3.2.05
F 3.2.05
F 3.3.05
F 3.3.06
39
Autobrakes and Thrust

Reversers
Autobrakes Before Takeoff

Autobrakes on Landing
With autobrakes selected, higher than reverse idle is beneficial if the

anti-skid is cycling or if you are trying to reduce brake heating on a
heavyweight landing.
Be aware that as braking action is reduced, reverse thrust becomes
more important because the tires lose friction with the runway and
the brakes are less effective. If braking action is less than Good,
select and use reverse thrust immediately after landing.
Autobrakes 3 or greater and reverse idle is recommended for normal
landings because that combination:
does not increase landing roll because autobrakes provide a
deceleration rate
provides fuel savings
reduces engine wear
produces less noise and is required at many international airports
Note that higher than reverse idle can actually increase landing
distance if you do not allow the engines to reach reverse idle before
selecting forward thrust.
Be aware that manual braking can drastically increase brake
temperatures.
If RTO is available, select it during the Preflight Procedure.
RTO may disconnect during power transfers. Reselect if this occurs.
Applied when both thrust levers are in idle and wheels are spun up.
Autobrakes on RTO
(if RTO is installed)
Maximum braking if:

the airplane is on the ground
airspeed is above 85 kts and
both thrust levers are retarded to idle
Disarming Autobrakes
(F-STOP)
F fault in autobrakes or antiskid system

S speedbrake lever moved toward the down detent
T either thrust lever is advanced
O brake selector moved to OFF or DISARM
P brake pedal pressed
Speedbrakes on Rejected
Takeoff
The lever moves to UP and speedbrakes extend when on the ground

and either thrust lever is moved to the reverse idle detent.
Speedbrakes on Landing
Armed
Not Armed
Autoland
GS
NP 20.28
II
Arming speedbrakes is required by checklist.

The lever moves to UP and speedbrakes extend when main gear are on
the ground (trucks not tilted) and the thrust levers are at idle.
The lever moves to UP and speedbrakes extend when on the ground
and either thrust lever is moved to the reverse idle detent. (Same
operation as speedbrakes on a rejected takeoff.)
Do not autoland if a restrictive note regarding the localizer or
glideslope is published (e.g. G/S Unusable, Offset Localizer, etc.).
Be sure to check the Delta Special Pages, flight plan remarks and the
Briefing Strip at the top of the approach plate for restrictions as they
can be very difficult to find.
Dave Collett
October 31, 2015
AS3 1.03
40
Autoland
Autoland
Autoland
Autoland
Autoland
Autoland
Autoland
Autoland
Automation Guidelines
Autopilot and Flight Director

Required
Autopilot Anomaly
ILS critical areas are protected when the ceiling is less than 800 feet or
the visibility is 2 sm or less. Autoland approaches can be flown
without contacting ATC.
In foreign countries, however, notify ATC if an autoland will be
conducted and the ceiling is 200' or greater and visibility is greater
than RVR 2000 (600 meters).
If an aircraft is removed from CAT II/III autoland status any approach
requiring the use of autoland is not authorized.
Two autopilots are required for autoland. Three are required for a CAT
III approach.
Autoland is required for all CAT II and CAT III approaches.
Flight in turbulence can cause a NO LAND 3 annunciation that does
not reset. If this occurs during a climb, cruise, or descent before
selecting Approach mode, disengage the autopilot and turn off both
flight directors before resetting the ASA. The flight directors can
then be turned back on and the autopilot re-engaged.
ILS critical areas are usually not protected when the weather is better
than 800/2 and ILS beam bends may occur due to vehicle or aircraft
interference. Sudden and unexpected flight control movements may
occur at very low altitude or on landing or rollout during an autoland
as the autopilot attempts to follow the beam bend. Guard the
controls.
Rollout mode cannot be assured on contaminated runways. If an
autoland is accomplished on a contaminated runway, the pilot must
be prepared to disengage the autopilot and take over manually
should rollout directional control become inadequate.
An autoland is satisfactory if the airplane touches down within the
normal ILS touchdown zone (approximately 1,500' but no farther
than 3,000'), within 27' of centerline, and demonstrates satisfactory
rollout performance.
Briefings should include any uncommon levels of automation and
related monitoring expectations.
VNAV should be used when available and appropriate during climb,
cruise and initial descent.
Both pilots are responsible for comparing the performance of the
autoflight system with the desired flight path of the aircraft.
All pilot-induced lateral and vertical mode changes should be
verbalized by the PF and verified by both pilots on the FMA.
Both pilots are responsible for monitoring the FMA and/or MCP
whenever any component of the autoflight system is engaged and a
flight mode change occurs.
If operable, both the autopilot and flight director will be used for all
ILS approaches when the weather is below RVR 4000 or mile.
If an autopilot/flight director anomaly is observed where individual
pilot-selected modes are not responding normally to MCP switch
selections, attempt to correct the problem by disengaging the
autopilot and selecting both flight director switches to off. This
clears all engaged modes. When an autopilot is re-engaged or a flight
director switch is selected on, the default pitch and roll modes should
engage. The desired pitch and roll modes may then be selectable.
Dave Collett
October 31, 2015
AS3 1.03
F 3.4.04
II
NOI 3.07
NOI 3.09
SP 4.06
T 5.014
T 5.015
TOPP
50-10-05
Page 12
NP 12.01
NOI 3.04
T 1.48
41
Autopilot Approaches
Autopilot Engagement
Autopilot Guidelines
Autopilot Rudder Control
Autopilot Rudder Control
Autopilot Trim Modules
When not autolanding:

on an ILS, disconnect the autopilot prior to the flare
on a non-ILS approach, disconnect the autopilot no later than
DA/MDA - 50' or DDA - 100'
disconnect the autothrottles prior to the flare
If LAND 2 is displayed on the ASA, the autopilot will automatically
apply nose-up pitch trim as the airplane descends below 330' RA for
757-200s or below 100' RA for 757-300s and 767s. If the autopilot is
then disengaged for landing or go-around, it will take 20-30 pounds
of forward pressure to counter the added pitch up trim. If an
automatic go-around is accomplished, the trim is automatically
removed.
For approaches with LAND 2 annunciated and on airplanes with
earlier FCCs with LAND 3 or LAND 2 annunciated, when the
autopilots are disengaged before the flare, (e.g. for a manual landing
or go-around) be prepared to counter the up trim bias used in some
multiple autopilot approaches. Initial pitch force will be up to 30
pounds nose up.
The autopilot will not engage in either Takeoff or Go-Around mode. If
the flight director is in either of these modes and an autopilot is
engaged, the autopilot will engage in Vertical Speed and Heading
Hold (or Vertical Speed and Attitude mode on some airplanes if
bank angle is greater than five degrees).
If the autopilot is desired after takeoff, it is normally engaged after a
roll mode and VNAV are selected.
Autopilot engagement should only be attempted when the aircraft is in
trim, flight director commands are essentially satisfied, and the
aircraft flight path is under control. The autopilot is not certified or
designed to correct a significant out-of-trim condition or to recover
the aircraft from an abnormal flight condition and/or unusual
attitude.
The PF will verbalize when the autopilot is engaged or disengaged.
When an autopilot is engaged:
the PF should operate the MCP and
the PM should verify that the proper selections have been set
When an autopilot is not engaged:
the PM should operate the MCP as directed by the PF and
the PF should verify that the proper selections have been set
During a multiple-autopilot approach and go-around, the autopilots
control the rudder. If on single engine, be prepared to manually
apply rudder at the first change of either pitch or roll mode or if the
autopilots are disengaged because the rudder will quickly move to its
trimmed position and the airplane will roll abruptly.
For a multi-autopilot go-around, yaw is initially controlled by the
autopilots. Be prepared to immediately apply rudder input when
selecting another roll mode, pitch mode, or when altitude capture
occurs above 400 feet AGL because the autopilot reverts to single
autopilot operation and automatic control of rudder is discontinued.
The left autopilot can only use the trim module under the left stab trim
cutoff switch (center hydraulics on the 757, left hydraulics on the
767) and the right autopilot can only use the trim module under the
right stab trim cutoff switch (right hydraulics on the 757, center
hydraulics on the 767). The center autopilot, however, can use the
trim module under either stab trim cutoff switch.
Dave Collett
October 31, 2015
GS
T 5.29/5.70
T 5.29
II
T 5.085
II
NP 20.66
T 1.47
NP 12.01
II
T 5.103
II
42
Autothrottles
Aviation Herald
AWABS Final Passenger Count
AWABS Flight Plan Addendum
AWABS Intersection Departure

AWABS Jumpseat Riders
AWABS Loading and Review
AWABS Loading Bags After

Pushback
AWABS Manual WDR
Autothrottle use is recommended during all phases of flight. When in

manual flight, autothrottle use is also recommended however manual
thrust control may be used to maintain pilot proficiency.
During engine-out operations, disconnect the autothrottles and keep
the throttle of the inoperative engine in the Close position.
There is a website based in Austria called The Aviation Herald
(www.avherald.com) that reports on airline incidents and accidents
from all over the world and its amazing how much goes on that we
never hear about. Visiting this website is a great way to fight
complacency because serious events like smoke and fumes, engine
shut downs, cargo fires and flight attendant injuries happen almost
every day. The website looks homemade, but the iOS app is well
done.
Delta policy directs gate agents not to write or verbalize the final
passenger count when delivering the final weather and collecting the
FDRA. Captains should use the passenger count on the WDR and
understand that due to WDR uplink inhibits for changes of less than
1,000 pounds, the WDR may vary slightly from the actual passenger
count.
The Flight Plan Addendum is printed automatically with the Flight
Plan and includes passenger configuration, MEL items, performance
notes, the Flight Attendant Briefing Guide and a Stay At Gate For
WDR message, if applicable.
For Stay At Gate For WDR messages, the Pre-Pushback (D-7)
Message is prevailing. If the Flight Plan Addendum says Stay At
Gate for WDR, but the D-7 message does not, it means the situation
has been resolved and the flight may pushback normally without the
WDR.
Performance data for an intersection departure is also valid for all
other takeoff positions on that runway that afford additional runway
length.
If the Pre-Pushback message says Stay at Gate Performance, all
jumpseat riders must stay in the seat listed on their boarding pass to
validate the WDR. (1P and/or 2P must stay in the cockpit.)
If the Pre-Pushback message does not say Stay at Gate
Performance, the Captain may offer a jumpseat rider a seat in the
cabin after coordinating with the Flight Leader or Purser.
Performance data may be loaded into the FMS at any point after
receipt of the WDR.
The Captains analysis of the WDR shall not be completed while the
Captain is taxiing the aircraft. (The First Officer may taxi.)
AWABS has a built in 20 bag tolerance. If fewer than 20 bags are
loaded after pushback, the crew can continue with the current WDR.
If more than 20 bags are loaded, a new WDR will be automatically
uplinked.
A Manual WDR will be computed by the Load Control Center if
AWABS is unavailable. Crews are not authorized to perform manual
weight and balance computations.
If a Manual WDR is provided, the flight crew must obtain the
stabilizer trim setting and the V speeds from the ODM. To compute
the stabilizer trim setting, use the last three digits of the Actual
Takeoff Weight on line Z of the Takeoff Performance Worksheet.
For example, if the Actual Takeoff Weight is listed as 156,225.7, the
%MAC is 25.7.
Dave Collett
October 31, 2015
T 1.47
GS
F 5.6.18
F 5.6.03
F 5.6.05
NP 20.62
F 5.6.12
NP 20.55
F 6.1.07
F 5.6.20
43
AWABS MEL/SPL/CDLs
AWABS Pre-Pushback (D-7)
Message
AWABS Printer Inop
AWABS Production
AWABS Runway Grooves
AWABS Runways
AWABS WDR Request

AWABS Weight Data Record
(WDR)
If an MEL, SPL or CDL drives a performance penalty, that penalty is

applied if the item is listed on the WDR.
The Pre-Pushback (D-7) message is uplinked to the aircraft 7 minutes
prior to the latest published departure time. Crews may allow the
agent to close the door and pull the jetway prior to receiving the D-7
message, but do not push back before receiving:
a Pre-Pushback message that does not state Stay at Gate for
WDR or a WDR, and
a Fuel Service Record (either electronic or hardcopy)
Paper FSR Required means a fuel slip is required prior to pushback.
Pushback is allowed after the fuel slip is received.
Stay At Gate For WDR means stay at the gate. Pushback is allowed
only after a valid WDR is received.
If the ACARS printer is inop, the crew should also obtain a hard copy
of the WDR from the gate agent prior to closing the cabin door. At
the Captains discretion, however, the crew may dispatch without a
paper copy if the ACARS screen is readable.
In order for AWABS to produce a WDR, the following criteria must
be met:
the aircraft actual weight must be within tolerance of the flight
planned weight
the passenger count must be entered
the cargo load must be entered
the fuel load must be entered, and
there can be no open maintenance actions in SCEPTRE
When wet, grooved runways and runways with a porous friction
overlay provide braking action approximately equal to a dry runway.
Dry WDR numbers may be used even if the runway is wet.
757-300 aircraft, however, may not consider a wet runway to be dry
even if the runway is grooved or has a porous friction overlay. Wet
WDR numbers must be used if the runway is wet.
If a required runway is not listed on the D-7 message or the AWABS
WDR, it is usually faster to request data for that runway with the
ACARS Takeoff Performance Request (TOPR) than to call station
operations on the radio. Local station personnel cannot easily send a
WDR with the new runway and usually have to phone OCC for help.
Be aware that the TOPR automatically defaults to a Dry runway even
if stations loaded a contaminant into the template. You must change
it if necessary.
All authorized takeoff positions for a specific airport can be obtained
via Takeoff Performance Request (TOPR) by requesting data for a
runway that does not exist. For example, request data for RWY 99.
The WDR is normally transmitted to the aircraft during pushback. An
identical copy is simultaneously printed at the gate in case ACARS
or the ACARS printer is inop. Do not use the gate copy if ACARS is
operational.
If changes to the passenger count or cargo load do not exceed 1,000
pounds, an updated WDR will not be transmitted to the aircraft.
(You are within tolerance.)
If there is uncertainty about the weight and balance or passenger count
data, the crew may request a new WDR via ACARS with the latest
information. If not resolved, contact Dispatch.
Normally, the Captain will authorize cabin door closure prior to
receiving the WDR via ACARS. There is no requirement for the
agent to write down or verbalize the passenger count to the crew.
Dave Collett
October 31, 2015
F 5.6.16
F 5.6.06
F 5.6.07
F 5.6.08
F 5.6.19
F 5.6.01
SP 16.20
GS
F 5.6.19
F 5.6.09
44
AWABS Winds
Backcourse Localizer
Bank Limit Selector
Basic Turbojet Minimums
Below Glideslope Alert
Biohazard
Brake Pressure
Brake Source Light
Brake System Hydraulics

757 (Right-Left-Right)
767 (Royal Crown Cola)

Brake Wear Indicators
Brakes Set
Braking
Braking Action Advisories
Braking Action Nil

Briefing
AWABS uses only steady state winds. It does not use gusts.
HW xx is the minimum headwind component required for takeoff.
TW xx is the maximum tailwind component already included in the
performance calculations.
Set the front course.
Always press B/CRS on the MCP before pressing LOC.
If the Bank Limit Selector is other than Auto, excessive bank angle
may occur in HDG SEL at high altitudes or airspeeds.
A precision or non-precision approach to not less than RVR 4000
(1200 m) or statute mile visibility and 200' DH or 250' MDH.
The Below Glideslope alert may be cancelled or inhibited for:
localizer or backcourse localizer approach
circling from an ILS
when conditions require a deliberate approach below glideslope
unreliable glideslope signal
A biohazard or biomedical substances shipment will always have the
biohazard symbol on the label but may not have the actual words.
Accumulator pressure may be insufficient to prevent the airplane from
moving even with the parking brake set.
Indicates both normal and alternate brake source pressures are low. If
it remains illuminated after selecting Reserve Brakes on the 757 or
Reserve Brakes and Steering on the 767, the reserve brakes are
unpressurized too and only accumulator braking is available. During
landing rollout, apply steady, increasing brake pressure and hold to a
full stop.
F 5.6.15
T 5.027
T 5.029
NP 20.27
AO3 4.02
T 7.14
F 8.4.04
NP 20.30
Q 14.15
II
Normal Right
Alternate Left (automatic if right hydraulic system press low)
Reserve Right (press the RESERVE BRAKES switch)
Normal Right
Alternate Center (automatic if right hydraulic system press low)
Reserve Center (press the RESERVE BKS & STEERING switch)
The brake wear indicators must extend out of the guides when the
parking brake is set.
When the wind, including gusts, exceeds 30 knots or if the ramp is icy,
leave the parking brake set at the gate.
Leave the parking brake set at the gate at all times if directed by the
Delta Special Pages.
If stopping distance is critical during a non-normal, consider using
max autobrakes for touchdown and quickly transitioning to max
manual brakes to stop the airplane.
When braking conditions are less than good, pilots are expected to
provide a PIREP.
When tower controllers receive braking action reports from pilots or
airport management using the terms fair, poor or nil, or
whenever weather conditions are conducive to deteriorating or
rapidly changing braking conditions, the ATIS will include Braking
action advisories are in effect.
Operations on any runway with a report of nil braking action are
prohibited.
If one pilot needs to leave the flight deck a briefing will be conducted
summarizing automation status, clearance limits, fuel system status,
etc. The returning pilot will then be briefed on any relevant changes.
Dave Collett
October 31, 2015
GS
F 6.1.10
T 8.03
AS4 4.01
AO4 3.01
F 3.2.05
45
Briefing
Briefing
Departure Briefing
(Threatening WARTS)
Flight attendant briefing topics should include:

All Flights
security considerations
flight deck entry/exit procedures
planned flight time and altitude
enroute/destination weather including turbulence
requirement for passenger overwater briefing
coordination of PAs, including the warm weather PA
use of Easy Victor call and red and yellow emergencies
extra crewmembers
for international operations, confirm with the Flight Leader that all
flight attendants have the required documentation (passports, visas,
vaccinations) and required customs and immigration forms are on
board and
a medical event plan including expected communication between
the flight deck, cabin and STAT-MD.
First Flight of the Day or After a Crew Change
Seat Belt/No Smoking sign use
review of cabin discrepancies
passenger misconduct procedures
F 3.3.01
F 3.3.02
F 3.3.03
Complete prior to the Preflight checklist.
Brief the highest threats.
W weather and winds, including takeoff alternate and low vis taxi
A abnormal procedures and abort considerations
R runway considerations, including length and condition
T taxi considerations, terrain and transition altitude if not 18,000 feet
S SID/DP and Special Pages, including engine-out departure
Takeoff Briefing
(HAA)
H initial heading and/or planned roll control automation mode

A altitude and transition altitude if not 18,000 feet
A airspeed restrictions, if applicable
F 3.3.04
Approach Briefing
(Threatening NATS)
Complete prior to the top of descent. If a transfer of aircraft control is

required (e.g. CAT II/III) it will be completed in conjunction with
the Approach Briefing.
Brief the highest threats.
N NOTAMS
A arrival, approach chart and automation including the missed
approach plan and go-around procedure and callouts
T transition level if not FL180, terrain and taxi considerations
S Special Pages, including engine-out go-around
F 3.3.04
Briefing
Runway Position, Departure,
First Fix
Bulk Cargo Heat Selector (767)
NP 20.63
Prior to the Before Takeoff checklist, verify and verbalize:
the FMS selected runway/intersection takeoff position matches the
latest ATC assigned takeoff runway position. Confirm the takeoff
runway position by using an outside reference.
the FMS selected departure procedure matches the latest ATC
issued departure clearance
the FMS departure first fix matches the first fix on the DP/SID
The Bulk Cargo Heat selector should stay in the Vent position.
Dave Collett
October 31, 2015
NP 20.20
46
Cabin Altitude Warning

Outflow Valve Closes
Altitude Warning Resets
Passenger Masks Drop
Passenger Oxygen Duration
Cabin Interphone System Inop
Callout at CAT III Alert Height
Callouts at Transition Altitude
and Transition Level
Callouts on Approaches
Canceling IFR
Captain and Dispatcher Joint

Responsibility
Captain Responsibilities
Cargo Fire
Cargo Fire Detectors
10,000' cabin altitude

11,000' cabin altitude if the cabin controller is in Auto (and in Manual
on some 757s)
12 minutes (22 minutes on some 757s)
Ensure all cabin handsets are properly stowed.
Captain: Land 3 or Missed Approach. (Don't say anything else.)
Transition Altitude and Transition Level are required callouts if
the transition altitude is not 18,000 feet or the transition level is not
FL180.
If the radio altimeter is inoperative, make the 1,000 and 500
callouts by reference to the barometric altimeter.
On any approach, if the Pilot Flying can maintain visual contact with
the runway, the Approaching Minimums and Minimums
callouts are not required.
The PM should call Sink ___ for any descent rate exceeding 1,000
feet per minute below 1,000 feet AGL.
When cleared to intercept only the lateral path, the PM should call
Approaching inbound course. The PF should check the FMA and
respond with either ___ Armed or ___ Active, as appropriate
(e.g. Localizer Armed or Localizer Active).
When cleared for the vertical path, the PM should call Approaching
vertical path. The PF should check the FMA and respond with
either ___ Armed or ___ Active, as appropriate
(e.g. Glideslope Armed or Glideslope Active).
When cleared for both the lateral and vertical path, the PM should call
Approaching inbound course. The PF should check the FMA and
respond with both the appropriate lateral and vertical modes
(e.g. Localizer Active, Glideslope Armed or Localizer and
Glideslope Armed).
The Approaching Minimums callout at approximately 80 feet above
minimums and the Minimums callout are made by reference to
whichever altimeter (radio or baro) defines the minimums.
Cancelling IFR is authorized if:
VFR weather conditions exist
in direct communication with CTAF or other service providing
traffic advisories
within 10 nm of the airport or in visual contact with the landing
runway that can be maintained until landing
You must cancel IFR with the controlling agency.
The Captain and the dispatcher must agree that the planned flight is
safe and can be operated in accordance with FARs and company
policies. Either may delay the flight, but only Flight Control may
cancel a flight.
Allow only current and qualified pilots to occupy a control seat.
(Dont allow a flight attendant to sit in a pilot seat during a lav
break. See FOM Chapter 4 SSI for an exception.)
Allow admission to the flight deck only to authorized persons.
Allow a Line Check Pilot to assume command if being relieved.
Inform ground personnel not to open any cargo door until all
passengers and crew are off and firefighting equipment is nearby.
Since the cargo fire detectors detect smoke, the fire-extinguishing
agent may cause the detectors to indicate a fire still exists even after
it has been extinguished.
Dave Collett
October 31, 2015
II
Q 5.05
NP 12.07
NP 12.04
NP 12.05
NP 12.04
NP 12.04
NP 12.05
NP 12.06
NP 12.07
AS3 4.03
F 5.2.01
F 3.1.04
Q 8.18
II
47
CAT I (ILS and Non-Precision)
CAT I ILS without TDZ and/or

CL Lights
CAT II and CAT III
CAT II and CAT III
CAT II Missed Approach
A descent below minimums is authorized if:

a normal landing can be made in the touchdown zone
the runway environment is in sight, however if only the approach
lights are in sight, descent is not authorized below 100' above
TDZE unless the red terminating bars or the red side row bars are
also visible
sighting Lead-In Lights does not satisfy the requirement for
visual contact with the runway environment, however it is
sufficient to continue beyond the MAP. Do not descend below
the MDA/DDA until the actual runway environment is in sight.
If the above conditions are not met, a missed approach is required.
In the US, if the TDZ and/or CL lights are inop or not installed, CAT I
ILS approaches may be flown to RVR 1800. This removes the
penalties for TDZ or CL lights out-of-service or not installed
provided all the requirements in the Airway Manual Chapter 3 are
met.
To initiate or land from the approach, the crosswind component on the
landing runway must be 15 knots or less.
A missed approach must initiated if an autoland cannot be safely
accomplished in the touchdown zone.
Use the CAT II or CAT III approach guide in Normal Ops Info as a
briefing guide.
Autoland is required.
The Captain must conduct the approach.
Max winds to initiate or land from a CAT II or CAT III approach are a
15 knot max crosswind, a 25 knot max headwind and/or a 10 knot
max tailwind.
A missed approach is required if:
the autopilot is unintentionally disengaged; however, if the
autopilot is unintentionally disengaged below RA/DA/AH, the
landing may be completed if suitable visual reference is
established
autoland cannot be accomplished in the touchdown zone
the ASA does not say LAND 2 or LAND 3 on a CAT II
the ASA does not say LAND 3 on a CAT III
For all EICAS messages, aural warnings and warning/system failure
flags that occur prior to decision height/alert height, the approach
may be continued as long as the ASA status annunciates LAND 2 or
LAND 3 for a CAT II approach or LAND 3 for a CAT III approach
and the LOC and G/S are within tolerance. The ASA monitors the
required elements of the CAT II/III airborne system.
any of the required RVR, airborne or ground systems become
inoperative
the approach lights are not in sight by the DA(H)/RA
the threshold is not in sight by the Inner Marker or 100' above
TDZE. (May also be the DA(H)/RA.) The threshold environment
includes touchdown zone lights, threshold, red terminating bars on
the ALSF-I system or the red side row bars inside 500' on the
ALSF-II/ICAO system.
an automatic landing cannot be made in the touchdown zone
the crosswind is greater than 15 kts
Dave Collett
October 31, 2015
AO3 4.07
AO3 4.8
AO3 4.08
AO3 4.12
AO3 4.15
AO3 4.14
AO3 4.17
NOI 3.07
NOI 3.09
AO3 4.14
48
CAT III Missed Approach
CAT IIIA and CAT IIIB

Center Tank Fuel EICAS
Messages
Center Tank Fuel Pumps
Checklist Modifications
Circling Approach
Configuration
Circling Approaches
Minimum Visibility
Minimum Ceiling
MDA

any of the required RVR, airborne or ground systems become
inoperative
the crosswind is greater than 15 kts
an automatic landing cannot be made in the touchdown zone
For 757 and 767 aircraft, Delta operates all CAT IIIA and CAT IIIB
approaches as CAT III.
Center tank fuel pump EICAS messages may display on takeoff or
climb if the center fuel tank contains less than 5,000 pounds of fuel
and the center tank fuel pumps are on.
If the aircraft has the Center Tank Fuel Restriction MEL item it is
necessary to ensure the center tank fuel inlets remain covered by fuel
if a fuel pump switch is On.
if the center fuel tank contains less than 5,000 pounds for initial
taxi, leave the center tank fuel pumps off until reaching 10,000 feet
MSL and then turn them on
if the center fuel tank contains 5,000 pounds or more for initial
taxi, turn the center tank fuel pumps on after engine start
when center tank fuel burns down to approximately 1,000 pounds,
turn the center tank fuel switches Off.
center tank fuel is still considered usable fuel and FMS corrections
are not necessary.
If center tank fuel is to be used, turn the center tank fuel pumps on
during the Pushback Procedure and before engine start. Observe both
Press lights illuminate and both center tank fuel pump EICAS
messages display. Then turn the pumps off for engine start and
observe the Press lights and EICAS messages are no longer
displayed.
Checking the center tank fuel pumps can be accomplished any time
after fueling is complete.
For single-engine taxi, after starting the first engine turn the center
tank pump on for the operating engine.
During the Delayed Start Procedure, turn the operating center tank fuel
pump off prior to starting the second engine.
After both engines are started, turn both center tank fuel pumps on and
verify Press lights and EICAS messages are not displayed.
If an engine will be shut down with fuel in the center tank (e.g. both
engines were started but one will be shut down to save fuel during a
taxi delay), the center tank pumps must be turned off prior to engine
shutdown to prevent a center tank Universal Fault Interrupter
lockout (trapped fuel). Turn the pump for the operating engine on
again after a delay of 5 seconds or more.
The checklist must not be modified in any way. (The FAA gets very
upset about that.)
The circling maneuver is flown in the landing configuration with the
Landing checklist complete. (i.e. landing flaps prior to the FAF.)
AO3 4.17
T 5.013
NP 20.53
FB 14-03
NP 20.48
NP 20.52
NP 20.59
NP 20.60
NP 20.57
Vol 1
Preface 1.2.4
T 5.073
AO3 4.05
3 sm (4800 m) or CAT D/highest speed visibility, whichever is higher.

1,000' or CAT D/highest speed HAA, whichever is higher.
1,000' HAA or CAT D/highest speed MDA, whichever is higher.
Dave Collett
October 31, 2015
AO3 4.06
49
Circling Approaches
Circling Approaches
Circling Approaches
Circling Area Radius

Circuit Breaker Reset
Clearance Verification
The circling maneuver may be flown following any instrument

approach procedure.
Use V/S mode to descend to the circling MDA. Use of Approach
Mode for descent to the circling MDA is not recommended because
the AFDS will not level off at the MCP altitude and exiting
Approach Mode requires initiating a go-around or disengaging the
autopilot and turning off both flight directors.
If the MDA does not end in 00, set the MCP altitude to the nearest
100 feet above the MDA and circle at the MCP altitude.
Maintain the MDA using ALT HOLD and use HDG SEL for the
maneuvering portion of the circling approach.
If a missed approach is required at any time while circling, make a
climbing turn in the shortest direction toward the landing runway.
Continue the turn until established on an intercept heading to the
missed approach course corresponding to the instrument approach
procedure just flown. This may result in a turn greater than 180 to
intercept the missed approach course. Maintain the missed approach
flap setting until close-in maneuvering is completed.
If flying a circling approach with an engine inoperative, under some
flight conditions, such as high temperatures, high pressure altitudes,
and high airplane weight, limit thrust may be required to maintain
level flight with gear down and Flaps 20. When these conditions are
encountered consider retracting the landing gear for the circling
portion of the approach after the descent to the MDA. The GPWS
gear override switch may be used to prevent nuisance warnings.
The FAA calculates 2.3 nm from runway thresholds at 165 knots
maximum airspeed. ICAO uses a larger radius.
Warning: Do not reset a tripped fuel boost pump circuit breaker.
Flight crew reset of a tripped circuit breaker is not recommended
unless directed by a non-normal checklist, however a tripped circuit
breaker may be reset once, after a short cooling period, if the
situation resulting from the tripped breaker has a significant adverse
effect on safety. A reset should only be accomplished after
maintenance and the flight crew have determined it is safe to do so.
The flight crew may cycle the circuit breaker(s) of a degraded or
inoperative system (normally only one time per event) provided the
Captain determines the affected system is desirable for the conduct
of the flight and one of the following conditions exists:
the breaker had not previously tripped and there is no specific nonnormal procedure in the checklist prohibiting reset (e.g. fuel boost
pump), or
maintenance has determined cycling the circuit breaker is safe
If a circuit breaker is cycled during flight, notify maintenance. A
logbook entry shall be made to document the occurrence.
On aircraft with operable ACARS and printer, the ATC pre-departure
clearance (PDC) must be printed if issued.
Dave Collett
October 31, 2015
T 5.073
T 5.075
T 5.097
T 5.074
Q NNCI 1.4
F 3.2.02
50
Clearance Verification
Cleared Direct
Cleared To vs Cleared Direct
Climb or Descent Direct

Cockpit Windows
Coded Departure Routes
If any pilot is unsure of a clearance, contact ATC to verify.

If the departure clearance is received via radio, both pilots should
monitor and at least one pilot must write it down.
After the departure clearance is received, either by ACARS or voice,
the PM will reference the clearance and read the departure, route of
flight, altitude and any speed restriction to the PF. The PF will
reference the FMS and MCP and read the departure, route of flight,
altitude and any speed restriction back to the PM.
The Captain should repeat the taxi clearance after the First Officer has
read the clearance back to ATC. When issued complex or extensive
taxi instructions, at least one pilot should write down the clearance
or load it into the FMS scratch pad.
Both pilots should verify the altitude specified by either an ATC
clearance or a procedure has been set correctly by stating the altitude
and pointing at the altitude display window. Also ensure the proper
altimeter reference (QNH, QNE or QFE) is set.
Both pilots must review any clearance received via CPDLC. Review
the entire clearance in the correct page order.
The PF should repeat crossing restrictions, headings and airspeeds.
To avoid distracting the PM, the PF should avoid repeating clearances
or calling for gear or flap changes while the PM is listening to or
reading back a clearance.
Confirm the exact routing with ATC if cleared direct or cleared to.
In most countries cleared direct may mean continue via the
previously assigned route.
Do not confuse cleared to with cleared direct. In the US, cleared
to is a clearance limit, while "cleared direct" is a route amendment.
In the first case, if youre cleared to a particular point, say for
holding, you should follow your last assigned route to that point. In
the second case, if youre cleared direct to a point, you should go
directly there.
Executing CLB DIR or DES DIR deletes all waypoint altitude
constraints between the airplanes current altitude and the MCP
altitude.
Verify the lever lock is in the locked (forward) position and the
Window Not Closed placard is not visible. Pull on the lock lever
without pushing the button to ensure it is secure.
Ensure the indicator at the top of the window reads Closed and the arm
assembly is approximately perpendicular to the lower track.
Approved Coded Departure Routes (CDRs) will be listed in the
Supplemental Route Section of the flight plan. If a CDR is listed, the
dispatcher is aware of and approves its use.
If issued, ATC will use the CDR code in the revised clearance. For
example, if the CDR is labeled CDRRS on the flight plan, ATC will
say cleared via Romeo Sierra....
The last line of the CDR lists the minimum departure fuel.
Dave Collett
October 31, 2015
NP 12.08
AS2 1.02
GS
SP 11.25
NP 20.36
F 5.3.14
F 5.3.15
51
Cold Temperature Altimeter

Corrections
Communicable Disease
Communications Requirement
Communications Requirements
Complaint Resolution Official

Configuration Changes
Contact Approaches
Contaminated Runways
When the temperature is colder than standard, the true altitude will be
lower than the indicated altitude. This altimeter error may be
significant and becomes extremely important when considering
obstacle clearances in very cold temperatures.
Altimeter corrections may be required if the airport temperature
is -10C (14F) or below and should be noted in the Delta Special
Pages or in a flight plan remark. The Delta Special Pages should
have the corrected altitudes for ILS approaches, but for non-ILS
approaches or for approaches at offline airports, manual corrections
may be necessary as described in Chapter 4 of the Supplemental
section of the Airway Manual.
Do not apply corrections and do not fly RNAV approaches when the
temperature is outside the range published on the approach chart.
Notify Dispatch for forwarding to the appropriate public health service
if a passenger or crewmember has:
a fever of 100F (38C) or greater accompanied by a rash, swollen
glands, jaundice, unexplained bleeding, reduced consciousness,
difficulty breathing, headache with stiff neck, persistent cough or
persistent vomiting, or
fever for more than 48 hours, or
presence of persistent diarrhea
Other than calls to ATC, once out of the gate, all operationally
significant calls (including calls on cell phones) must be routed
through Atlanta Radio for transcribing. Do not call Flight Control,
maintenance, etc., directly.
All flights must maintain continuous two-way voice communication
capability with ATC. CPDLC and ADS do not provide relief from
this requirement.
All flights must maintain continuous two-way voice or data
communications capability with Delta. If ACARS is in a NO
COMM status which cannot be resolved in short order, two-way
voice communications with Delta must be established.
A Complaint Resolution Official (CRO) is an ACS employee trained
in disability regulations. The CRO should be contacted for guidance
on any unresolved issues concerning disabled passengers.
Prior to taxi, the flaps will be selected to the takeoff or default
position.
During flight, the PF will call for any gear or flap change and the PM
will verify that the airspeed is appropriate before accomplishing the
change. If operational necessity requires an immediate configuration
change and the PM is occupied with other duties, the PF may
announce the change and move the appropriate control. This should
be understood as the exception and not the rule.
After landing, no configuration changes shall be made until clear of
the active runway, or until the aircraft has reached taxi speed when a
180 turn is required.
Contact approaches are not authorized.
Refer to the chart in SP 16 for crosswind and tailwind guidelines for
takeoffs and landings on contaminated runways.
Dave Collett
October 31, 2015
AS4 3.01
F 7.4.06
AO5 3.02
AO5 2.01
F 7.1.04
NP 10.04
AO3 4.02
SP 16.16
52
Contaminated Taxiways
Refer to the Takeoff Runway Contaminant Decision Tree in SP 16.

Do not take off if:
braking action is reported as nil
water/slush/wet snow exceeds inch (1.2 cm)
dry snow exceeds 4 inches (10 cm)
A rolling takeoff is strongly advised when the crosswind exceeds
20 knots.
Since the 757-300 may not consider a wet runway to be dry if the
runway is grooved or has a porous friction overlay, AWABS will
automatically calculate wet numbers for 757-300 aircraft if the
runway is reported to be wet. For all other aircraft, the Captain must
notify the gate agent or Operations if he wants to load plan based on
wet numbers.
Dry the runway is dry or the contamination does not cover more than
25% of the runway.
Slippery braking capability is degraded, but acceleration ability is
unaffected.
Wet the runway is wet and the Captain considers braking
capability to be degraded or the runway is covered with packed
snow
Icy the runway is covered with ice
Cluttered both braking capability and acceleration capability is
degraded.
QCTR ( inch clutter) the runway is covered by the equivalent
of .14-.25 inches of standing water
HCTR ( inch clutter) the runway is covered by the equivalent
of .26-.50 inches of standing water
If the Quick Reference Landing Length chart in the FCTM does not
apply and braking action is less than good, accomplish an ACARS
Landing Performance Request or refer to the Operational Landing
Distance table in the Quick Reference Tab of the ODM.
Do not land if:
braking action is reported as nil in the landing or rollout portion
standing water, slush or wet snow exceeds 1 inch (2.5 cm)
dry snow exceeds 4 inches (10 cm)
To minimize stopping distance on a contaminated runway:
consider using autobrakes for maximum stopping effectiveness
land as early in the touchdown zone as possible
do not assume the last 2,000 feet of the runway will have braking
action as good as the touchdown zone
avoid abrupt steering inputs
use maximum allowable symmetrical reverse thrust
if side slipping off the runway, select reverse idle and release
brakes to return to centerline
the aircraft will tend to drift off the runway nose first with forward
thrust and tail first with reverse thrust
reverse thrust may reduce forward visibility due to blowing snow
Consider starting both engines when anticipating taxi on slippery or
contaminated surfaces.
Dave Collett
October 31, 2015
SP 16.17
SP 16.17
SP 16.18
SP 16.21
SP 16.04
53
Contaminated Taxiways
Continue-In-Service
Contract Maintenance
Control Wheel Steering
Cost Index
CPDLC and ADS
CPDLC Conditional Clearances

CPDLC Data Authority
CPDLC Downlinks
Avoid taxing in deep snow or slush because steering will be more

difficult. Brakes, gear and flaps may also freeze after takeoff if
contaminated with snow or slush.
Taxi slowly, use small tiller and rudder inputs and apply minimum
thrust smoothly. Differential thrust may be used to help maintain
momentum during turns. At all other times, apply thrust evenly.
Taxiing on slippery taxiways or runways at excessive speed or with
high crosswinds may start a skid.
When operating the engines over significant amounts of standing
deicing or anti-icing fluid, limit thrust to the minimum required.
Excessive ingestion of deicing or anti-icing fluid can cause fluid to
build up on engine compressor blades resulting in compressor stalls
and engine surges.
When a maintenance irregularity is encountered and the item clears
itself or is cleared by the flight crew using appropriate procedures
for actuating the system, cycling circuit breakers, cycling the
electrical power system, or through normal fluid servicing (water,
lavatories, etc.) a Continue-In-Service message may be issued by the
MCC to handle the open log book item if the aircraft is located at a
Delta maintenance station with the main cabin door closed or at a
station not staffed by Delta maintenance.
Make a logbook entry and contact MCC. MCC will review the aircraft
history and determine if maintenance action is required. If
maintenance action is not needed, the MCC will send a Continue-InService message via ACARS with instructions on how to complete
the logbook.
Do not contact contract maintenance directly. Go through Dispatch
and the MCC instead.
Do not use control wheel steering for takeoff or the landing flare
maneuver.
All oceanic crossings, except for the North Atlantic, will be flight
planned to use a Variable Cost Index. When required, however, ATC
may assign a constant Mach to maintain separation.
NAT tracks will be flown at a constant Mach.
CPDLC provides text-based communications directly between pilots
and ATC controllers using the ACARS network.
ADS-C sends enhanced position information to ATC using the
ACARS network.
ADS-B sends enhanced position information to ATC using special
transponders and dedicated ground stations.
Use extreme caution when dealing with conditional clearances.
Numerous ATC violations have resulted from crews missing the
conditional nature of the clearance and climbing too early or too late.
Most Air Traffic Service Units (ATSUs) must confirm data authority
with the aircraft with some kind of downlink.
in the Atlantic, Gander, Reykjavik and Shannon will send an
automated message to the aircraft that crews must acknowledge
in the rest of the Atlantic, nothing is required
in the Pacific, crews must send a CPDLC position report (ATC
SEND) when crossing an FIR boundary
To avoid ambiguity, do not send multiple clearance requests within a
single downlink message. Use separate templates for each request.
Dave Collett
October 31, 2015
SP 16.07
TOPP
40-40-05
Page 28
F 3.4.09
SP 4.01
F 5.3.30
GS
SP 5.80
AS5 2.07
SP 5.81
54
CPDLC Emergency Page
CPDLC Logon
Crew Rest Divider
Crew Rest Facilities
Crew Rest Facilities

Crew Rest Footrest
Crew Rest Policy
Crew Rest Seat Blocking
Crewmember Incapacitation
Critical Controls
Crosswind Landings
Normally use the CPDLC Emergency page instead of the ADS

Emergency prompt to declare an emergency. This will trigger both
CPDLC and ADS emergency modes.
Pre-populate the CPDLC Emergency page with the appropriate ETP
airport, SOBs, and altitude and keep it updated as ETP airports
change. Leave offset blank. In the event of an emergency, only
MAYDAY or PAN will need to be selected prior to sending.
Log on 15 minutes prior to the Oceanic Entry Point or FIR boundary.
The 757 Flat Bed Crew Rest Seat Privacy Divider must be stowed in
the closet during taxi, takeoff and landing.
Pilot crew rest facilities are for operating pilot crewmembers only,
however pilots deadheading in uniform on a scheduled rotation may
use the crew rest facility at the Captains discretion.
Due to egress training requirements, only pilots qualified on the B767
may occupy those facilities.
On the 767ER, the temperature control system inside the pilot and
flight attendant crew rest facilities serves only as a heater. Gaspers
are the best source of cool air.
On the 757ER without lie-flat seats, Sponge Bob must be stored in the
forward coat closet when not in use.
On augmented crews, a primary concern should be the alertness level
of the landing pilot.
On flights on the 757ER that require a crew rest seat, the seat next to
the crew rest seat will be the last seat filled in the business class
cabin.
On flights on the B767ER that require a pilot crew rest seat, the seat
behind the pilot crew rest seat will be the last seat filled in the
business class cabin.
The Captain will be informed as to whether a passenger has been
assigned those seats.
Non-revs may be assigned those seats in accordance with this policy.
If a flight attendant becomes incapacitated, treat the situation as if a
passenger had become incapacitated.
A pilot will be presumed incapacitated after failing to respond to two
verbal communications or to one verbal communication associated
with a significant deviation from the intended flight path.
Once declared incapacitated, a pilot will be denied access to any
aircraft controls for the remainder of the flight.
During an inflight non-normal, verbal confirmation is required before
moving any of the following critical controls:
an engine thrust lever
an engine fuel control switch
an engine, APU or cargo fire switch
a generator drive disconnect switch
a flight control switch
This does not apply to the Dual Engine Failure checklist. (Do not
delay the Dual Engine Failure memory items and checklist in order
to take advantage of high RPM and improve the chances of a
successful restart.)
Sideslip only (zero crab) landings are not recommended with
crosswind components in excess of 25 knots to ensure adequate
ground clearance (wingtips, engines) and adequate control margin.
Dave Collett
October 31, 2015
SP 5.84
SP 5.86
SP 5.75
SP 1.12
F 3.2.20
F 3.2.21
F 3.2.20
F 3.2.23
F 3.2.21
F 10.1.08
F 10.1.09
Q NNCI 1.7
SP 16.16
55
Cruise Clearance
CVR and FDR

DA, DH and AH
Dangerous Goods
Dangerous Goods
Dangerous Goods Drill Codes
Deadhead Crewmembers
Departure
A cruise clearance is a clearance along a published airway that

provides a transition to the approach environment. Descent may be
initiated at the pilots discretion to the applicable minimum IFR
altitude along the assigned route of flight. The flight is also cleared
for any instrument approach unless restricted by ATC. (You will
probably get a cruise clearance approaching Palau.)
In flight, the cockpit voice recorder and flight data recorder must
remain operative at all times and may not be disabled for any reason.
Decision Altitude (DA) is determined by reference to the barometric
altimeter.
Decision Height (DH) is determined by reference to the radio
altimeter.
Alert Height (AH) is used for fail operational CAT III operations.
Radio altimeters are set to alert height to assist in monitoring
autoland status.
Maximum quantities are:
25 kg or 25 liters or some combination equaling 25 per
compartment
an additional 75 kg of nonflammable, nontoxic gas per
compartment
3 TI of Class 7 (radioactive) per aircraft. Class 7 is prohibited in
compartments with a lower crew rest facility.
no limit for Class 9 (miscellaneous) except dry ice. Class 9
magnetized material is prohibited in the forward compartment.
no limit for COMAT aircraft batteries
Dry ice is prohibited in the same compartment as air-breathing
animals.
Dry ice is prohibited in compartments with a lower crew rest facility.
Other dry ice limits depend on the airplane and compartment.
Spare lithium metal and lithium ion batteries of any size are prohibited
in a passenger's checked baggage.
Drill Codes are intended as supplemental guidance and do not replace
the appropriate non-normal checklist. Drill Codes are listed on the
NOTOC and the corresponding guidance is in the FOM.
Crewmembers deadheading on an ocean crossing will be provided a
business class seat.
Crewmembers deadheading on an international flight should be
automatically added to the electronic General Declaration.
Normally fly the Distant/ICAO NADP 2 takeoff profile. (This is our
normal takeoff.) Fly the Close-In/ICAO NADP 1 takeoff profile
when directed by a Flight Plan Remark, Delta Special Page, airport
briefing page or departure procedure.
In all cases (all engines or engine out), once a safe maneuvering
airspeed is reached and above the appropriate minimum altitude
(MVA, MSA, etc.) pilots may initiate or accept a routing other than
the departure procedure.
Do not turn below 400 feet AFE unless specified in the published
departure procedure or specifically cleared by ATC.
Some engine-out procedures require a turn at a specified distance and
may therefore require a turn below 400 feet AFE.
Dave Collett
October 31, 2015
AS3 3.03
F 3.4.06
T 5.012
F 8.1.07
F 8.1.05
F 8.1.10
F 8.1.11
F 8.1.14
F 8.2.02
F 4.1.04
AO3 2.01
56
Departure Priorities
All Engines
Engine-Out
Missed Approach/Rejected
Landing Priorities
AO3 2.02
1. Delta Special Page all-engines departure procedure
2. ATC clearance
3. IFR or Obstacle DP
4. depart on course
1. Delta Special Page engine-out departure procedure
2. ATC clearance
3. As desired, e.g. runway heading, remain VFR and return for landing
only if terrain clearance can be assured, etc.
A missed approach is a go-around initiated at or before the MAP and
at or above the MDA/DA.
A rejected landing is a go-around initiated after the MAP or below the
MDA/DA
All Engines
In IMC or when terrain clearance cannot be assured visually:

1. Delta Special Page all-engine missed approach/rejected landing
table
2. ATC clearance
Engine-Out
In IMC or when terrain clearance cannot be assured visually:

1. Delta Special Page engine-out missed approach/rejected landing
table
2. ATC clearance
3. As desired, e.g. straight out missed approach or runway heading,
etc.
LAHSO
Departure Restrictions
Descend or Climb Via
The published procedure or as directed by ATC.

In US airspace, if ATC clears you to climb to an altitude on a SID all
intermediate altitude restrictions are cancelled and you may climb
unrestricted. In ICAO airspace, the opposite is true. You must
comply with the intermediate climb restrictions unless the controller
specifically cancels them. If in doubt, query the controller.
If given a clearance to descend via or climb via, set the
lowest/highest altitude on the procedure in the MCP window.
Dave Collett
October 31, 2015
GS
T 1.48
57
Descent
Descent
Descent Notification
Landing Notification
Descent Planning
Descent Planning
Descent Rate
In VNAV PATH, thrust and speedbrakes control airspeed and the

airplane controls pitch to maintain the calculated path, but in VNAV
SPD, pitch controls airspeed based on whatever power setting is set
and any calculated path is ignored.
If ATC issues a speed reduction while established on a VNAV PATH
descent, do not use speed intervention or you may miss an assigned
airspeed or altitude crossing restriction. Thats because speed
intervention causes the airplane to transition from VNAV PATH to
VNAV SPD. The airplane will most likely depart the path and
crossing restrictions on the path will be ignored as the airplane uses
pitch to maintain the speed in the speed window. To be accurate, the
airplane will not descend below an altitude at a fix loaded in the
FMS, but could very easily be high at a hard altitude and/or fast at a
speed restriction.
To avoid this problem, keep the airplane in VNAV PATH. If ATC
issues a speed reduction during descent, load the new airspeed into
the Descent page in the FMS. After the FMS completes its
calculations, the orange airspeed bug on the airspeed indicator will
move to the new airspeed and you can then use speedbrakes to slow
the airplane to that airspeed.
During a cruise descent, the airplane will fly a 1,250 fpm descent in
VNAV SPD to the new cruise altitude. The FMS will calculate a
new Top of Descent point for the new cruise altitude.
If DES NOW is used for descent instead, the airplane will fly a 1,250
fpm descent until it reaches the calculated descent path at which time
it will intercept and maintain the path using VNAV PATH.
If an early descent to the destination is required and more than 50 nm
from the Top of Descent, use a cruise descent. Monitor the descent
to make sure you reach the new cruise altitude prior to the new Top
of Descent point.
If an early descent is required within 50 nm of the Top of Descent
point, use DES NOW instead. The airplane will fly a 1,250 fpm
descent until it intercepts the calculated descent path and then use
VNAV PATH to maintain the path and comply with altitude
restrictions. Do not use a cruise descent if within 50 nm of the
original Top of Descent point because if the calculated path is
reached during the descent the airplane will ignore it and simply
maintain a 1,250 fpm descent and may therefore miss crossing
restrictions and/or become high on the descent path.
Notify the flight attendants at the top of descent or approximately 20
minutes prior to landing. (Make a PA.)
Cycle the No Smoking switch when descending through
approximately 10,000 feet AFE (not MSL).
For manual descent planning, use 3 nm per 1,000 feet of altitude loss
at ECON speed and with no wind.
Plan to be 40 miles from the airport at 10,000' AFE and 250 kts.
Using engine anti-ice increases descent distance.
When operating at low altitude and above stabilized approach
altitudes, do not descend at a rate in feet per minute greater than your
altitude in feet AGL (e.g. max descent rate at 2,000' AGL is 2,000
fpm).
Dave Collett
October 31, 2015
GS
T 4.25
NP 20.71
NP 20.73
T 4.21
T 4.26
T 4.28
F 3.4.10
58
Destination Weather
Basic Dispatch
F 5.1.04
The destination airport must have weather reports, forecasts or a
combination of both, which indicate conditions will be at or above
the authorized minimums at the estimated time of arrival.
If there is no applicable IFR approach, weather reports, forecasts, or a
combination of both, must indicate a ceiling and visibility permitting
a descent from the MEA to land under VFR.
For airports where a ceiling is controlling for the approach, the
weather reports, forecasts, or a combination of both, must be greater
than or equal to the HAA/HAT for the estimated time of arrival. For
visibility only approaches, only the visibility need be considered.
Exemption 3585
Domestic Only
Under certain conditions, Exemption 3585 allows dispatch with

conditional phrases like Tempo and Prob30 in the forecast for
the destination and/or first alternate. A second alternate is required
when this exemption is used.
Extended Overwater
A flight may be dispatched for overwater operations to a destination

forecast below landing minimums provided the filed alternate airport
meets alternate weather criteria.
For MEL/CDL purposes, dispatch is defined as advancing power for
takeoff (i.e. the takeoff event).
The MEL/CDL applies before dispatch and after a rejected takeoff.
The Captain must coordinate with the dispatcher for any significant
route changes, maintenance irregularities, etc. that may impact down
line operations, to include:
lateral deviations of more than 100 nm
deviation from flight plan cruise altitude of more than 4,000 feet
for more than 30 minutes
any condition that will effect ETA by more than 15 minutes
if the flight will arrive at the destination or alternate with less than
minimum FAR fuel reserves
fuel consumption greater than planned
change in destination weather
any diversion to alternate unless previously discussed
any change of destination or designated alternate airport
The requirement to coordinate with the dispatcher cannot be satisfied
by communicating with any other agency or entity.
If the FMS computed enroute time exceeds 15 minutes beyond the
flight plan, the cruise altitude varies by more than 4,000 feet for
more than 30 minutes from the flight plan, or the airplane deviates
more than 100 nm from the route specified in the flight plan, the
crew will notify the dispatcher who will evaluate the fuel onboard
and determine if additional action is necessary.
Dispatch for MEL Purposes

Dispatcher Coordination
Dispatcher Coordination
Dave Collett
October 31, 2015
F 5.1.05
F 3.4.07
F 5.2.01
F 5.4.09
59
Ditching Configuration
Diverting
Diverting
Document Verification
Doors
Duct Leak (767)

E&E Compartment
EFB Airplane Mode

EFB Charging
The proper ditching configuration is:

Gnd Prox Gear and Terrain switches Override
packs off
outflow valve closed (Manual, then Descend)
Seat Belt signs on
autobrakes off
speedbrakes down (not armed)
gear up
flaps 30
maintain Vref 30 to touchdown
maintain 130 knots minimum for the RAT if both engines are not
operating
take the ELT when evacuating
The dispatcher is the primary source of information when making a
diversion decision.
If a decision is made to land at an airport other than the filed
destination or an alternate listed on the FDR, the Captain must
either:
contact the dispatcher for an Amended Release or
use his emergency authority
If unable to contact Dispatch, select an airport using the following
priority:
online airport
offline airport
military airfield
public non-commercial airport
Be sure to change the Destination on Route page 1 to the new
destination so arrivals and approaches will be displayed on the FMS.
Two in, two out, two ws. Notify flight attendants and passengers,
contact ATC and Flight Control, check weather and landing weight.
Verify the correct flight number, ship number, release number and
date on all documents.
Do not operate the entry and cargo doors with winds at the door of
more than 40 knots. Do not keep a door open when wind gusts are
more than 65 knots. Strong winds can cause damage to the structure
of the airplane.
Flight longer than 6 hours with a Duct Leak light illuminated may
result in structural damage.
Access to the E&E compartment in flight is prohibited. Exceptions
must be coordinated with the dispatcher who will seek approval from
the Supervisor of Flying. However, during a time-critical emergency
that may potentially affect the safety of flight, the Captain may
authorize entry without approval.
The EFB must be operated in Airplane mode with WiFi disabled from
the start of the Preflight checklist through the completion of the
Shutdown checklist. This will also conserve battery life.
An electrical outlet on the flight deck is not an approved power source.
If possible, charge EFBs on a rest break in the cabin or crew rest
facility.
Connect the powered keyboard when the EFB battery power indicator
displays 20% or less.
Conserve battery power as much as possible. During extended cruise,
consider shutting down an EFB to preserve battery life, however all
EFBs may not be off simultaneously. Maintain at least one EFB in
sleep mode or on to provide ready access to data.
Dave Collett
October 31, 2015
Q 0.01
F 10.2.01
GS
F 5.2.05
II
Q 2.04
F 3.4.07
NP 20.34
NP 20.68
60
EFB Overheat
EFB Overheat or Fire
EICAS Messages
EICAS Messages
EICAS Status Messages

Do not place the EFB in direct sunlight on the glare shield.

The following guidance applies to a battery overheat or fire in an EFB
or other personal electronic device:
do not attempt to pick up or move a smoking or burning device. Do
not move a device until certain the fire is extinguished and the
device is cool.
do not cover the device or use ice to cool the device. Ice or other
materials insulate the device, increasing the likelihood that
additional battery cells will reach thermal runaway.
In the event of an EFB or PED fire or overheat:
1. remove external power. Unplug from external power and remove
the powered keyboard.
2. extinguish with a halon extinguisher, water extinguisher or
available liquid
3. after extinguishing, douse the device with water or other cool
liquid to prevent additional battery cells from reaching thermal
runaway
Cancel EICAS messages after completing the appropriate non-normal
checklist so youll notice if something new pops up.
Consequential EICAS alert messages may appear as a result of a
primary failure condition (e.g. Rudder Ratio as a result of a
hydraulic system failure) or as a result of doing a checklist (e.g. Pack
Off as a result of doing the Smoke, Fire or Fumes checklist).
Complete the non-normal checklists for consequential EICAS alert
messages unless Do not accomplish the following checklists is
included in the primary checklist.
After dispatch (thrust levers advanced for takeoff), there is no
requirement to check status messages because any message
concerning the safe continuation of the flight will appear as an
EICAS alert message (warning, caution or advisory). On some 757s,
however, the only indication of fuel filter bypass will be a status
message, so look at them anyway.
Check status messages after shutdown and record in the logbook. Do
not attempt to erase these messages.
Attempt to erase all status messages that appear prior to dispatch. If a
status message cannot be erased, contact maintenance.
Do not erase status messages that appear after dispatch. Inform
maintenance and record in the logbook.
To erase status messages, accomplish the following on the auxiliary
panel:
1. press the ECS/MSG switch
2. press the AUTO EVENT READ switch
3. press and hold the ERASE switch for 3 seconds
Dave Collett
October 31, 2015
SP 1.09
Q 8.15
GS
Q NNCI 1.8
NP 10.07
NP 20.84
SP 15.01
SP 15.02
61
Electronic Equipment
Emergencies and Non-Normals
Emergency Authority
Emergency Briefing
Emergency Communications
Emergency Declaration
The following electronic equipment is installed:

1 ADF (two on the 767ER)
2 Air Data Computers (ADC) on 757-200 and 767
3 Air Data/Inertial Reference Units (ADIRU) on 757-300
3 Autopilots
2 DMEs
2 EICAS Computers
3 Flight Control Computers (FCC)
2 Flight Management Computers (FMC)
2 GPSs (if installed)
3 ILSs
3 Inertial Reference Units (IRU) on 757-200 and 767
1 Marker Beacon Receiver
2 Multi-Purpose Control Display Units (MCDU)
3 Radio Altimeters
3 Symbol Generators
1 Thrust Management Computer (TMC)
2 Transponders
2 VORs
A non-normal is an event created by conditions, malfunctions or
situations outside the scope of normal operations.
An emergency is a non-normal event which creates a potential hazard
to the aircraft, passengers or crew.
In an emergency situation requiring immediate action, the Captain
make take any action necessary. He may deviate from prescribed
procedures, methods, weather minimums and Federal Aviation
Regulations to the extent required in the interest of safety. ATC
clearance is not required prior to taking action; however, for safety
and priority handling it is essential that ATC be advised of the pilots
intentions as soon as possible.
The Captain should brief the Flight Leader on the following (TTSR):
T type of emergency
T time to prepare cabin
S special instructions (signal to brace/evacuate, usable exits, etc.)
R repeat the information back to the Captain
Notify:
flight attendants
passengers
Two In, Two Out
ATC
Flight Control
If an emergency is declared, the Captain must submit an ASR within
24 hours of returning to base. (There are plenty of other things that
require an ASR too. See FOM Chapter 11.)
Dave Collett
October 31, 2015
II
F 10.1.01
F 10.1.01
F 10.1.03
F 10.1.03
F 10.1.01
62
Emergency Landing
Emergency Landing
Emergency Lights
Emergency Signal
Emergency Suitable Airport
Accomplish the following in preparation for an emergency landing:

if circumstances permit, the Captain will notify the dispatcher of
the time, place and reason for the intended landing
direct the flight attendants to take appropriate precautions for the
passengers
loosen ties and remove sharp objects
notify the tower and fire department of the location and type of any
dangerous goods
for an overweight landing, refer to the QRH and the FOM
if a forced landing appears imminent and the aircraft is below
1,000 feet AGL, announce Brace for landing over the PA
(Brace for impact might be more descriptive)
Delta does not recommend foaming runways for emergency landings
and civilian airports in the US and US territories no longer foam
runways anyway.
There is a checklist in the QRH for emergency landings.
Emergency lights must be armed for taxi, takeoff and landing. They do
not need to be armed during passenger boarding or deplaning.
Three distinct soundings of the flight attendant call system. Repeat as
necessary.
When landing at the nearest suitable airport is necessary, the Captain
and dispatcher will determine suitability based on all relevant
factors. The chosen airport should provide the highest level of safety
available which, in the simplest case, is the nearest airport, in time,
with a runway long enough and wide enough. Other factors to
consider are:
time to alternate and aircraft performance
weather and terrain
instrument approach facilities
number, length and condition of runways
pilot familiarity
NOTAMS and facilities
This is not the same definition as an ETOPS suitable airport.
Dave Collett
October 31, 2015
F 10.1.04
Q 0.16
NP 12.11
F 10.1.02
F 10.1.14
63
Emergency Types
Do not use the terms red or yellow emergency with ATC. They are for
Company use only.
F 10.1.01
A Red Emergency means that the Captain anticipates:

the landing may cause injury to the passengers and/or damage to
the aircraft
an emergency evacuation is probable
airport rescue and firefighting equipment is required
F 10.1.02
When the Captain declares a Red Emergency, the flight attendants:

will prepare the cabin for an emergency landing/ditching
evacuation
will instruct the passengers to brace for landing
will anticipate an evacuation after landing
A Yellow Emergency means that the Captain anticipates:
the landing will be successful and will not cause injury to the
passengers and/or damage to the aircraft
an emergency evacuation is not anticipated or the evacuation
decision will be made after landing
airport rescue and firefighting equipment may be required
When the Captain declares a Yellow Emergency, the flight attendants:
will review the Evacuation Preparation checklist
will not anticipate an evacuation after landing
will be prepared for changing circumstances which may require an
evacuation after landing
Engine Compressor Surge or

Stall
Engine Control Panel
Engine Crossbleed Start
Engine Exceedance
Engine Failure (Dual Engine)
A Medical Emergency exists when STAT-MD and the Captain

determine that a medical event is critical and requires an expedited
landing or divert.
If an engine compressor surge or stall occurs during ground operations
or if a takeoff is rejected due to a compressor surge or stall, a
maintenance inspection is required prior to flight.
Position the Ignition Selector to 1 for the Captains leg and 2 for the
First Officers leg. Select Single for GE FADEC engines.
The APU must be shut down or the APU bleed switch must be Off.
The area behind the airplane should be considered, but crossbleed
thrust is usually less than breakaway thrust for single-engine taxi.
Advance the operating engine to approximately 70% N2.
If an engine exceedance occurs on takeoff after thrust is set and the
takeoff is continued, do not retard the thrust lever in an attempt to
control the exceedance because it invalidates takeoff performance.
Wait until at least 400' AGL and airspeed is acceptable before
retarding the thrust lever and accomplishing any required checklist.
If the engines are not operating, maintain a minimum of 130 KIAS for
flight controls. (To power the RAT.)
Dave Collett
October 31, 2015
F 3.4.10
NP 20.23
SP 7.03
T 8.12
Q 7.02
64
Engine Failure (Dual Engine)
Engine Failure on Final

Approach
Engine Failure on Go-Around
Engine Failure on Takeoff
Engine Failure vs Engine Fire on

Takeoff
Engine Failure, Surge or Stall
Engine Fuel Leak
Engine Ground Pneumatic Start
Do not delay. Accomplish the Dual Engine Failure memory items and
establish the appropriate airspeed immediately to take advantage of
high engine RPM and improve the chances of a successful restart.
Attempt a windmill restart using memory procedures before starting
the APU. If a windmill restart is not successful, start the APU as
soon as practical to provide power for subsequent start attempts.
Do not confuse the establishment of APU power with the
reestablishment of engine generator power and advance the thrust
levers prematurely.
If an engine fails on final approach after landing flaps are selected, a
landing may be made with Flaps 25/30. It is usually preferable,
however, to accelerate to 15 knots above the Vref 25/30 bug speed,
retract the flaps to 20 and continue the approach at Flaps 20.
If an engine fails after selecting landing flaps and a go-around is
required, follow normal go-around procedures and retract flaps
to 20.
If an engine fails and the flaps are retracted to 20 and then a go-around
is required, follow single-engine go-around procedures and retract
flaps to 5.
If an engine fails during a two-engine go-around, perform the normal
two-engine go-around procedures. Set maximum go-around thrust,
maintain Flaps 20 and Vref 30 + wind corrections until initial
maneuvering is complete and a safe altitude is reached.
Asymmetric thrust as a result of an engine failure at low speeds may
result in loss of directional control due to lack of rudder
effectiveness. Failure to promptly reduce thrust on the operating
engine may result in a runway excursion.
The checklist for engine failure is normally accomplished after the
flaps have been retracted and conditions permit.
In the case of an engine fire, when the aircraft is under control, the
gear has been retracted, and a safe altitude has been attained (400'
AGL minimum), complete the memory items. Due to asymmetric
thrust considerations, the PF retards the affected thrust lever after the
PM confirms the PF has identified the correct engine.
If an engine fails, is shutdown, is being operated at reduced thrust due
to a malfunction, or experiences a stall or surge and climb or cruise
power cannot be reestablished, land at the nearest suitable airport in
point of time.
If an engine surges or stalls and climb or cruise power can be reestablished, do not initiate an ocean crossing and coordinate with the
dispatcher for the best course of action.
An increase in fuel imbalance of approximately 1,000 pounds or more
in 30 minutes should be considered an engine fuel leak.
Other indications of an engine fuel leak include:
visual observation of fuel spray from strut or engine
excessive engine fuel flow
total fuel quantity decreasing at an abnormal rate
FUEL CONFIG or LOW FUEL message on EICAS
Fuel Disagree, Fuel Qty Error or Insufficient Fuel message on the
MCDU scratchpad
Duct pressure should be 30 psi or greater.
It takes two huffer carts or one super huffer to start an engine when
APU bleed air is not available.
Dave Collett
October 31, 2015
T 8.08
T 8.09
T 5.099
T 5.103
T 3.49
T 8.07
F 10.1.12
Q 12.06
Q 12.14
SP 7.03
65
Engine Indications
Engine Inflight Start

Engine Limit or Surge or Stall
Engine N2 Overspeed (757)
Engine Oil Pressure

Engine Out Driftdown
Engine Out Rudder Trim

Engine Overheat
Engine Performance Report
Engine Runs for Maintenance
Engine Shutdown
Engine Shutdown
There are no non-normal checklists for the loss of an engine indication

or automatic display of the secondary engine indications. Continue
normal engine operation unless an EICAS message displays or a
limit is exceeded.
Do not attempt an inflight restart unless a greater emergency exists.
Accomplish the Engine Limit or Surge or Stall memory items and
checklist if:
engine indications are abnormal
engine indications are rapidly approaching or exceeding limits
abnormal engine noises are heard, possibly with airframe vibration
there is no response to thrust lever movement or the response is
abnormal
flames in the engine inlet or exhaust are reported
On some 757s, if N2 overspeeds to 105%, the engine will roll back to
85% N2 and be uncontrollable. On these airplanes, the throttle will
no longer control the engine and the engine will remain at 85% N2
until shut down. On some 757s with a more advanced fuel control
unit, however, throttle control of the engine may be regained after
the roll back. There is no way to tell what kind of fuel control unit is
installed.
On P&W engines, do not advance thrust beyond that required for taxi
until oil temperature reaches 50C.
The aircraft must be able to clear all terrain along the intended route
by at least 1,000 feet with a positive climb gradient.
If unable, the aircraft must be able to clear all terrain from the engine
failure point to the specified legal alternate by at least 2,000 feet.
AWABS will limit aircraft weight to ensure necessary performance.
In flight, correct rudder input approximately centers the control wheel.
There is a checklist in the QRH for Engine Overheat. Do not confuse a
simple engine overheat with an Engine Fire or with an Engine Limit,
Surge or Stall condition.
If necessary, complete for flights over one hour once every three
hours.
Turn the autothrottles off and allow the engines to stabilize 3-5
minutes before taking the snapshot. Be sure to turn the autothrottles
back on when youre done.
Follow the instructions in SP 7.
Engine runs above idle power are not authorized at the gate.
For an engine run at the gate, the Flight Crew must be at the controls if
any passengers remain on board. If the jetway remains connected, do
not arm the slides.
For an engine run above idle power (off the gate), all passengers must
be deplaned and at least one slide must be armed. Exception: In
certain cases, the Supervisor of Flying may approve an engine run up
above idle power with passengers onboard.
Turn the respective Engine Bleed Air switch off prior to engine
shutdown. The Bleed Off light should be illuminated. (Failure to do
so will probably cause a bleed valve problem.)
Checklists directing an engine shutdown must be evaluated by the
Captain to determine whether an actual shutdown or operation at
reduced thrust is the safest course of action. Consideration must be
given to the probable effects of running the engine at reduced thrust.
Dave Collett
October 31, 2015
Q NNCI 1.3
Q 7.18
Q 7.06
GS
SP 16.04
F 5.3.16
T 3.50
Q 8.26
SP 7.06
F 6.1.02
NP 20.81
Q NNCI 1.3
66
Engine Shutdown
Engine Start
Engine Start
Engine Start
Start selector to GND
Fuel Control to Run
When an engine shutdown is needed inflight, the PF disconnects the

autothrottles. The PF then verbally coordinates confirmation of the
affected engine with the PM and then slowly retards the thrust lever
of the engine that will be shut down.
Coordinate activation of the fuel control switch as follows:
PM places a hand on and verbally identifies the fuel control switch
for the engine that will be shut down
PF verbally confirms that the PM has identified the correct fuel
control switch
PM moves the fuel control switch to cutoff
If the checklist requires activation of the engine fire switch, coordinate
as follows:
PM places a hand on and verbally identifies the engine fire switch
for the engine that is shutdown
PF verbally confirms that the PM has identified the correct engine
fire switch
PM pulls the engine fire switch
To prevent an uncommanded APU shutdown when turning the packs
off prior to engine start, close the APU bleed valve and then turn the
packs off. When the Pack Off lights illuminate, open the APU bleed
valve and start the engine(s).
An operational check of the fuel spar valve is required on every engine
start. When the Fuel Control switch is moved to Run, observe the
Spar Valve disagreement light on the pedestal illuminates briefly and
then extinguishes indicating the spar valve was in transit. If the light
fails to illuminate, make a logbook entry and contact maintenance. It
must be corrected prior to flight.
T 8.10
FB 15-04
FB 15-11
NP 20.50
Verify oil pressure rise and N2 rotation.
At 25% N2 or max motoring with:
757 - 18% N2 minimum (magenta radial)
767 - 15% N2 minimum (magenta radial)
Verify EGT increases and stays below the EGT limit.
Caution: Re-engagement of the starter with N2 in excess of 20% will
result in serious damage to the starter and engine.
Stable Start
The engine is stabilized at idle after the red EGT start limit line
disappears, the starting EGT peaks, and N2 reaches 60% or greater
which enables full EEC authority.
Aborted Start
Accomplish the Aborted Engine Start memory item and refer to the
QRH for one or more of the following conditions:
oil pressure does not rise after selecting GND
fuel flow is abnormally high or fluctuating
EGT fails to rise within 20 seconds of selecting RUN
EGT rises rapidly or approaches the limit
N1 fails to increase after EGT rise
EGT quickly nears or exceeds the start limit
oil pressure indication is not normal by the time the engine is
stabilized at idle
Dave Collett
October 31, 2015
67
Engine Start
Engine Start
Engine Start
Engine Start (757)
Engine Start (767)

Engine Starter Duty Cycle
Engine Stator (757)
Engine Tailpipe Fire
Engine Tailpipe Fire

Engine Warm Up and Cool
Down Times
Equipment and Furnishings
Manual
757 if planning a single engine taxi, normally start the left engine
first to minimize PTU hydraulic pump noise in the cabin.
767 normally start the right engine first to ensure both the enginedriven and electric hydraulic pumps are available to pressurize the
normal brake system. This also allows the rampers to access the bulk
bin to load late bags.
Advancing the engine start lever to idle prematurely can cause a hot
start.
Keep a hand on the engine start lever while observing RPM, EGT and
fuel flow until stabilized.
If fuel is shutoff inadvertently (by closing the engine start lever) do not
reopen the engine start lever in an attempt to restart the engine.
Failure of the Engine Start switch to hold in GRD until starter cutout
rpm is reached can result in a hot start.
The engine is stabilized at idle when the red max start EGT limit line
disappears, starting EGT peaks, and N2 is 60% or greater. If 60% N2
is not achieved, the engine may experience an extended hung start
and/or an EGT exceedance, and the engine may not respond to thrust
lever movement.
For ground starting, the EGT limit is 545C at 0 seconds and
decreasing linearly to 485C at 30 seconds. The red tick mark on the
EGT display is set at 485C and above that temperature the EGT
display will turn red. This does not require an engine shut down and
simply alerts the crew that the temperature is approaching the 545C
limit and to make note of the time. Only shut down the engine if it
appears the 545C limit will be reached or exceeded. If the EGT
passes 485C but does not exceed 545C, engine shut down is not
required. Make a logbook entry and contact MCC prior to dispatch
for further guidance.
Do not lower the flaps until the engine is stabilized in idle. Flap
extension causes the Air Demand Pump to operate, which reduces
airflow to the engine starter and may cause a hung start or a hot start.
The engine starter duty cycle is continuous for 5 minutes and then cool
for 30 seconds per minute of operation.
On the 757, the L or R ENG STATOR EICAS messages indicates the
EEC is unable to control the stator vane actuator. Any thrust lever
movement or changes to anti-ice, air conditioning pack, or recirc fan
configuration may cause engine flameout.
Complete the Engine Tailpipe Fire checklist only if a fire is reported
on the ground and there is no engine fire warning. If an engine fire
warning is present, complete the Engine Fire or Severe Damage or
Separation memory items and checklist.
Motoring is the primary means of extinguishing the fire.
The engine fire checklist is not appropriate because the fire
extinguishing agent is not effective against a fire inside the tailpipe.
Warm Up: 5 minutes desired, 3 minutes minimum
Cool Down: 3 minutes or gate arrival, whichever comes first
The Equipment and Furnishings Manual (EFM) is located in the cabin
and provides a means for flight attendants to report non-safety
discrepancies to the pilots.
Neither the EFM nor the pilot worksheets are required for dispatch.
Dave Collett
October 31, 2015
T 2.03
T 2.03
T 2.03
T 2.03
T 2.4
Limitations
Q 7.29
Q 8.08
T 8.07
NP 20.63
NP 20.81
F 2.3.02
68
Equipment Overheat
Equipment Valve Light (767)

Escape slides
ETA Changes
ETOPS
An equipment overheat is indicated by an EQPT OVHT (757) or FWD

EQPT COOLING (767) EICAS message that remains illuminated.
On most airplanes:
avionics on Standby Busses are reliable for 90 minutes (includes
standby flight instruments)
avionics not on Standby Busses are subject to imminent failure
(includes EFIS displays)
On some 757s, non-essential avionics and electrical equipment are
subject to imminent failure but cooling is still provided to essential
avionics and electrical equipment.
An equipment cooling valve is not in the commanded position.
If the light remains on 30 seconds after selecting STBY, the airplane
may not pressurize. Do not take off.
Escape slides and powered door opening disarm automatically when
doors are opened from outside the aircraft.
ATC must be notified without request when an ETA given is in error
by 3 minutes or more (not required in the U.S. when in radar contact
or with an ADS-C connection).
Any flight where the planned route places the aircraft more than 60
minutes from an adequate airport in still air with one engine out.
Q 2.14
Q 2.27
SP 1.03
AS5 2.03
AS2 3.01
ETOPS Adequate Airport
An airport that meets FAA safety requirements.
AS2 3.04
ETOPS Suitable Airport
An adequate airport with weather reports and/or forecasts indicating

weather conditions are suitable for an engine-out approach (CAT I)
and at or above alternate minimums for dispatch during the in-flight
phase of operation. NOTAMS must also indicate a safe landing can
be made during the time of intended operation.
An Equal Time Point (ETP) is a point on the route of flight where the
flight time, considering wind, to each of two selected airports is
equal. All ETOPS flights require ETPs.
Designate an ETP on any flight where the planned route places the
aircraft more than 60 minutes from an adequate airport in still air
with an engine out.
Fuel reserves at ETP must cover a critical fuel contingency assuming
the following worst case scenario:
pressurization loss in addition to or independent of an engine
shutdown
engine and wing anti-ice on, plus ice accumulation on unprotected
surfaces (an additional 18%)
loss of pressurization with descent and cruise at 10,000 feet at the
approved one-engine inoperative cruise speed
APU operating
five percent fuel reserve to allow for errors in wind forecast
five percent fuel added for weather avoidance (180 ETOPS only)
MEL/CDL penalties
holding fuel (approximately 15 minutes at 1,500 ft. above the
alternate airport)
fuel for approach and missed approach and subsequent approach
and landing
ETP diversion fuel is not an enroute requirement. Since the original
dispatch represents a conservative plan, it is permissible to have
actual fuel remaining at ETP less than the value listed. When actual
fuel remaining is less than flight planned, contact Flight Control for
revised time and burn data.
AS2 3.05
ETOPS ETP
ETOPS ETP Fuel
Dave Collett
October 31, 2015
AS2 4.01
AS2 4.02
69
ETOPS ETP Fuel
Evacuation
Passenger Initiated
Evacuation
Flight Attendant Initiated
Evacuation or Ditching
Captain
Its possible that Min Fuel for Takeoff will not provide the required
fuel at the ETP. Check by inserting the ETP point in the route of
flight (do not execute) and note the fuel remaining. Compare to the
required ETP fuel and then erase the point.
F 10.1.03
Anytime a situation occurs that alarms the passengers, a passenger
initiated evacuation is possible. If an evacuation is not required, the
Captain should make the following PA: This is the Captain. Remain
seated with your seat belt fastened.
Upon being notified that an unwarranted passenger initiated
evacuation has started, the Captain should:
configure the aircraft for evacuation, if possible (engines)
make a PA advising passengers the evacuation is not necessary and
to remain in their seats
F 10.1.06
T 8.14
For both ground evacuation and ditching, proceed to the forward cabin
area and assist as needed. Exit from the rear of the airplane after all
passengers are off if possible.
For a ground evacuation, proceed to the forward door area and ensure
forward exits are open. Exit from the forward exit and assist from
outside the aircraft.
For a ditching, take the ELT. Ensure forward exits are open. Exit from
a forward exit and board raft.
Relief Pilot (if installed)
Open the cockpit door. Stow loose items.

If ground evacuation, proceed to the forward door area, ensure exits
are open, exit from a forward exit and assist from outside the
aircraft.
If ditching, duties depend on the airplane. Refer to the FCTM.
To help improve pneumatic system reliability, press the Event Record
button after the descent is established and when the thrust levers are
at or near idle.
In order to maintain operational integrity, it is important to keep the
dispatcher and maintenance informed of any issues that may affect
the flight or the aircraft's ability to be turned around in a timely
manner.
If the flight is delayed on the ground, keep the dispatcher informed
with ETO reports in ACARS.
Notify maintenance of any write-ups as soon as possible, especially if
the write-up concerns pilot crew rest facilities.
The Fast/Slow indicator on the ADI is anticipatory. Use it as a trend
indicator for setting power instead of waiting for the airspeed to
respond. It works especially well on single-engine approaches.
FAR Part 117 Communications
Fast/Slow Indicator
F 10.1.06
In an emergency situation, if the flight crew has not provided

necessary direction, the Flight Leader will attempt to contact the
flight deck. In a life threatening situation (fire, smoke or structural
damage) and once the aircraft has come to a complete and final stop,
flight attendants have the authority to initiate evacuation without
instructions from the flight deck.
First Officer
Event Record
GS
Dave Collett
October 31, 2015
NP 20.71
F 3.3.02
GS
70
Fighter Pilots Beware
Final Approach Segment

Non-Precision
Boeing seems pretty serious about not using too much rudder. In
addition to the warning in Limitations, the following admonitions are
published in various places:
Stall Recovery: If normal roll control is ineffective, careful rudder
input in the direction of the desired roll may be required. Too much
rudder applied too quickly or held too long may result in loss of
lateral and directional control.
Upset Recovery: Careful use of rudder to aid roll control should be
considered only if roll control is ineffective and the airplane is not
stalled. Warning: Excessive use of pitch trim or rudder may
aggravate an upset situation or may result in loss of control and/or
high structural loads.
AO3 4.03
Starts at the Precision Final Approach Fix (PFAF) or FAP (ICAO),

which is established on the localizer with the glideslope centered at
the published glideslope intercept altitude. When ATC directs a
lower-than-published glide slope intercept altitude, it is the resultant
actual point of glide slope intercept. If more than one glide slope
intercept altitude is published, the point closest to the threshold is the
PFAF.
RNAV
RNAV (GPS) with LNAV only: starts at the Maltese Cross

RNAV (GPS) with VNAV: starts where the level flight path intersects
the RNP glide path overlaid by the sloped/angled flight track
representing the final approach segment
RNAV (RNP): starts at the location where the level flight path
intersects the RNP glide path representing the final approach
segment. This point is labeled GP Intcpt on approach charts.
Fire Fighting
Laptop or PED Fire
Fire Fighting
T 7.21
Starts at the FAF or the FAP

FAF Maltese Cross
FAP on course inbound (5-5- alive)
Precision
Fire Extinguishers
Halon
Water
Fire Extinguishers
T 7.12
II
All fires, but primarily on electrical, fuel and grease fires.
Fabric, paper and wood fires. Primary for laptop or PED fire.
If a fire extinguisher is discharged on the flight deck, wear oxygen
masks set to 100% oxygen with Emergency selected.
II
F 7.1.09
For a laptop or PED fire, make every effort to isolate the burning unit.
A water extinguisher, or any non-flammable liquid (e.g. water,
soda), will be most effective at cooling the fire and keeping it from
spreading. If a water extinguisher is not available or if the flames
persist, use a Halon extinguisher.
Remove power source from electrical fires as soon as possible.
Avoid discharging fire extinguishers directly on people due to possible
suffocating effects. (A weapon against terrorists.)
Do not discharge too close to a fire as it may scatter the fire.
Stay away from the fuel source.
Avoid breathing vapors, fumes and heated smoke as much as possible.
Dave Collett
October 31, 2015
II
71
Fire Switches
Engine
II
Silences the fire bell
Arms both fire bottles
Closes engine and spar fuel valves
(6 items)
Closes the bleed valve
Trips the generator
Shuts off fluid to the engine-driven hydraulic pump
APU
Silences the fire bell (and the nose gear horn if on the ground)
Arms the APU fire bottle(s)
Shuts down the APU (backs up automatic shutdown if on the ground
with both engines shut down)
Closes the APU fuel valve
(6 items)
Trips the APU generator
Closes the APU bleed valve
Forward Cargo
Arms all cargo fire extinguisher bottles

Arms the compartment extinguisher valve
Turns off both recirc fans
Aft Cargo
Arms all cargo fire extinguisher bottles

Arms the compartment extinguisher valve
Turns off the right recirc fan (757) or both recirc fans (767)
Inhibits high flow from both packs (767 only)
Engine, APU and Cargo 19 lights and a bell
Wheel well 5 lights and a bell
The First Flight of the Day checks need only be accomplished prior to
the first departure of the calendar day as noted in the logbook
Fire Testing
First Flight of the Day
First Officer Minimums
Lowest Vis for Takeoff
Lowest Vis for Approach
Flap Extension
Flap Movement
Flap Retraction Schedule
Flap Extension Schedule
Flap Schedule
SP 8.01
SP 8.02
NP 20.01
AO3 3.01
RVR 1600 (500 m) or sm (400 m)

CAT I approach, either ILS or non-precision
After wave off and prior to taxi, the Captain will call "Salute received,
Flaps __" and the First Officer will set the appropriate flap setting. If
the WDR is not available, set Flaps 5. (It may or may not be changed
after the WDR arrives.)
Do not move the flaps on the ground without appropriate clearance
from ground personnel. (Or until after wave off.)
With the aircraft accelerating:
select Flaps 5 at Vref 30 + 20 on a Flaps 15 or 20 takeoff
select Flaps 1 at Vref 30 + 40
select Flaps Up at Vref 30 + 60
Call for flap extension to the next flap setting prior to slowing below
the maneuvering speed for the existing flap position.
As the aircraft decelerates:
select Flaps 15 or 20 at Vref 30 + 40
select Flaps 25 or 30 at Vref 30 + 20
Flap retraction and extension schedules provide speeds that are close
to minimum drag and in a climb are close to maximum angle of
climb speed.
Dave Collett
October 31, 2015
AO3 4.10
NP 20.54
NP 20.30
T 3.38
T 5.05
T 1.27
72
Flaps 25 Landing
Flaps 25 Landing
Flight Attendant Languages
Flight Attendant Removal
Flight Attendant Staffing

Flight Attendant Staffing
757-200
757-300, 767ER & 767G
767
Flight Deck Access
Flight Deck Door
Lock Fail Light
Auto Unlk Light
Deny Switch
Flight Director
When operational considerations allow, crews are encouraged to use

flaps 25 for final approach and landing. Landing with flaps 25 has a
minimal effect on final approach speed, landing distance, and body
attitude at touchdown. Using flaps 25 for final approach and landing
reduces fuel burn when compared to flaps 30.
Use normal reverse thrust. Higher reverse thrust will negate fuel
savings and increase engine wear.
If Flaps 30 approach speed, including wind additives, is within 10
knots of Flaps 30 placard speed, use Flaps 25 and Flaps 25 approach
speed, including wind additives, for landing.
Language of Destination (LOD) flight attendants are qualified flight
attendants and are counted as part of the flight attendant minimum
crew.
In-Flight Service Representatives (IFSR) provide language services
and are qualified flight attendants, but are not counted as part of the
flight attendant minimum crew.
Neither LOD nor IFSR flight attendants are required on international
flights.
If it becomes necessary to remove a flight attendant from the crew for
any reason, contact the dispatcher for coordination with the In-Flight
Service Manager and the Duty Pilot.
If the decision to remove is made outside the US, convene the Security
Conflict Team to include the In-Flight Service Manager.
Delta policy requires all flight attendants to remain on board during
deplaning until all passengers have deplaned unless performing a
duty authorized by the On-Board Manual.
T 5.004
T 6.38
F 3.2.07
F 3.2.08
F 3.2.06
F 3.2.07
4 for dispatch, 2 for through flights

Press the ENT key.
Enter the access code in the keypad.
Press the ENT key.
SP 1.04
SP 1.06
II
Indicates failure of the door locking mechanism. Door is not

electronically locked.
Indicates access code has been entered and door will unlock in 30-60
seconds unless Deny is selected.
Cancels keypad entry request and starts a 5 minute keypad lockout
period to deny flight deck access. Hold for one second.
On the ground, when the flight director is turned on it should
command wings level, 8 nose up and the flight mode annunciations
should be TO, TO, FD.
Dave Collett
October 31, 2015
SP 4.01
73
Flight Director Guidance
Flight Dispatch Release

Amendments
Flight Level Change
Flight Level Change

Flight Watch
On takeoff the flight director commands V2 + 15 knots or liftoff

speed + 15 knots, whichever is higher. If the current airspeed
remains above the target speed for 5 seconds, the target speed resets
to the current airspeed up to a maximum of V2 + 25 knots. If the
MCP airspeed is manually increased, the flight director will
command the increased airspeed.
On go-around the autothrottles provide a climb of at least 2,000 fpm
and the flight director commands a climb at current airspeed or MCP
airspeed, whichever is higher. If the airspeed increases above the
initial target speed and remains there for 5 seconds, the target speed
resets to the current airspeed up to a maximum of MCP speed plus
25 knots. If the initial go-around speed was above MCP speed plus
25 knots, that speed is maintained.
On takeoff the flight director commands the ground track at time of lift
off.
On go-around the flight director commands the ground track at time of
go-around engagement.
An amendment to the FDR is required for:
ship change or equipment change
speed or cost index change
fuel flow factor change
dispatcher-approved MEL additions and deletions
CDL additions and deletions
route changes in excess of FOM guidance (100 nm lateral)
takeoff or destination alternate additions or deletions
return to the departure airport
return to the gate if the conditions of the original FDR change as a
result of the return to the gate
significant payload changes
fuel overfills in excess of:
1,000 pounds for a narrow body or
1,500 pounds for a wide body
min fuel for takeoff changes
any other appropriate circumstances
Flight Level Change uses a two-minute rule (125 seconds) to prevent
the autothrottles from using full climb or idle power for small
altitude changes. There is no need to use Vertical Speed for small
altitude changes.
Flight Level Change has logic to allow shallow climbs and descents
for small altitude changes. There is no need to use Vertical Speed for
passenger comfort.
Communications between the airplane and the Company must be
possible at all times to comply with FAR flight watch requirements.
Whenever the engines are running, the flight crew shall maintain flight
watch requirements by:
ensuring ACARS is operating properly (NO COMM not displayed)
or
using SATCOM or
selecting the proper VHF/HF frequency with a successful
SELCAL check or
selecting the proper VHF/HF frequency and maintaining a
listening watch
Dave Collett
October 31, 2015
II
F 5.2.03
GS
T 1.46
AO5 3.01
74
Flights Without Flight

Attendants
FMC Reset
FMC Reset
FMC WPR Abeam Points
FMC WPR Reset

FMS On Approach Mode
FMS Alternate Page
Secure the cabin (carts, galleys, overhead bins, closets, lavs, etc.) and
arm at least the 1L and 1R doors.
Disarm the doors after block-in and signal the agent when it is safe to
open the main entry door.
An FMC Reset must be performed after a track change to enable wind
data for the new position fixes.
INIT RQ can only be used once per release number to start the data
uplink process. A new release number unlocks the limit and will
allow another uplink of the needed data.
If it becomes necessary to re-request current release number uplinks,
perform an FMC RESET by sending the key words FMC RESET in
the text block of the MISC RPT via ACARS or use the FMC RESET
button on INIT DATA page 1 of ACARS 601.
Waypoint Position Reporting will automatically send position reports
at every DAL POSN RPT fix on the flight plan provided the airplane
actually passes over the fix. If the fix is bypassed with a direct
routing, manually send a position report with the Company Send
prompt as soon as possible after passing abeam the fix. Do not send
the report early or the Delta computers wont update.
WPR Reset should be accomplished if:
the dispatcher or ATC advises WPR is not working
a reroute or track change occurs
The FMC transitions to on approach mode for any of the following
conditions:
an approach procedure selected from the Arrivals page becomes
the active procedure
the destination is less than 12 nm away and the active leg is not
part of a procedure
the missed approach point or last waypoint on the approach
procedure is the active waypoint and is less than 25 nm away
flaps are extended after VNAV is engaged in descent mode (in
some cases)
Once the FMC is in on approach mode:
the MCP speed window can be opened and VNAV will remain in
VNAV PATH
the MCP altitude can be set above the airplanes altitude for the
missed approach. If the altitude is set at least 300 feet above the
airplanes current altitude, VNAV will continue the descent.
VNAV will follow the descent in VNAV PATH unless the
airspeed increases to within 5 knots of the flap placard speed or the
airplane rises more than 150 feet above the path. In that case,
VNAV will change to VNAV SPD.
The ALTN page shows four alternate airports listed in order of ETA.
The airports are either automatically selected by the FMS or may be
manually entered, such as ETOPS alternates or filed alternates. Be
aware that since the order of the airports on the ALTN page is only
updated when crossing an active waypoint, the closest alternate may
not always be at the top of the page although the time and fuel data
for each alternate is always correct.
Dave Collett
October 31, 2015
SP 1.01
SP 5.57
SP 5.73
SP 5.43
SP 5.55
SP 5.56
II
GS
75
FMS Altitudes
FMS Altitudes
FMS Anomaly
FMS Anomaly
FMS Changes
FMS Database
FMS Database
FMS Flight Data
Maximum Altitude is the highest altitude at which the aircraft can be

operated. It is the lowest of maximum certified altitude, thrust
limited altitude (altitude at which there is sufficient thrust to
maintain a specified minimum rate of climb) and buffet or maneuver
limited altitude (altitude at which a specific maneuver margin exists
prior to buffet onset).
Optimum Altitude is the cruise altitude in still air for minimum cost
when in ECON mode or for minimum fuel burn when in LRC or
pilot-selected speed modes. It does not consider the effects of
temperature deviations from standard day or winds at altitude.
Recommended Altitude is the cruise altitude that accounts for forecast
winds and temperatures along the route. It is the most optimized
cruise altitude available in the FMS.
It may be especially advantageous to request an altitude above
optimum (above RECMD) if altitude changes are difficult to obtain
on the route. This minimizes the possibility of being held at a low
altitude and high fuel consumption condition for long periods of
time.
Do not execute an offset for SLOP until past the oceanic entry point
and the waypoints in the FMS have properly sequenced. There is a
known anomaly in Pegasus 2009 where if an offset is executed close
to a waypoint but prior to waypoint passage, there is a possibility the
FMS will delete the following waypoint. The airplane will then
proceed to the wrong waypoint and make incorrect position reports
to ATC and Company. Wait until after waypoint passage and the
FMS settles down before slopping. It is also recommended to use
LNAV instead of Heading Select for offsetting to avoid
overshooting the offset course.
Sometimes the FMS will not go directly to the fix you selected. If
there is a fix with a step climb on the route between the aircrafts
present position and the desired fix, the FMS may go to the step
climb fix first and then to the desired fix, which could lead to a
violation. Always check the FMS routing after executing a route
change. (Yes, it really happens.)
Do not execute an FMS change when approaching a fix with an
altitude restriction because the FMS will change from VNAV Path to
VNAV Speed while it recalculates the vertical path. VNAV Speed
will not take you below a crossing restriction, but without VNAV
Path you may miss an At-or-Below restriction. In some cases, the
horizontal path will disappear during the recalculation too. The best
practice is to wait until after the fix to execute any FMS changes.
Do not assume the first NAVAID listed in the FMS is the correct one.
(Remember the Cali accident.)
On preflight, verify the current database is active based on the local
date of departure. (There is no special time of day for changeover.)
Following FMS flight data accurately (e.g. recommended altitudes and
airspeeds) can result in significantly less fuel burn than the flight
plan predicts.
When requesting oceanic altitudes from clearance delivery, base them
on FMS Recommended (RECMD) altitude instead of the flight plan
altitude.
Dave Collett
October 31, 2015
T 4.08
T 4.09
T 4.11
T 4.12
GS
GS
GS
AS2 1.02
NP 20.15
T 4.11
76
FMS Fuel Factor
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS Loading
FMS MCDU Failure
FMS MCDU Operations
FMS Position Shift

FMS Preflight Entries
Compare the fuel factor on the flight plan to the fuel factor in the FMS
and update if necessary. To update, type ARM in the scratchpad
and line select over the existing fuel factor. Then type a forward
slash followed by the new fuel factor in the scratchpad, including a
negative sign if necessary, and line select over the fuel factor in the
FMS.
On data link capable aircraft, do not initialize ACARS until ready to
upload and accept the flight plan and other associated data.
Prior to FMS loading using data uplink, DATA LINK READY must
be displayed on the FMC COMM page.
All data link action prompts can be accessed via the FMC COMM
page.
When VHF data link is not available, ensure the IRSs are aligned and
in NAV mode before selecting INIT REQ on ACARS. This provides
the SATCOM system with present position which enables data link
and FMC loading via SATCOM.
The INIT RQ key can only be used once per flight segment to start the
data link process.
If automatic uplinks are not received within 2 minutes of ACARS
initialization or if an amended flight plan requires new data, refer to
FMC Data Link Reset procedures.
If it becomes necessary to reload the current flight plan release data,
refer to FMC Data Link Reset procedures.
If RTE 1 is not activated before the ETP data uplink for RTE 2 (if
required) arrives, the ETP data will overwrite RTE 1. To avoid this,
load, activate and execute RTE 1 upon receipt. If overwrite occurs,
refer to FMC Data Link Reset procedures.
The departure runway, SID, STAR and arrival runway must be loaded
manually.
If the flight number is not uplinked, enter it manually.
Wind uplinks can only be loaded after the route is loaded, activated
and executed. Loading SID, STAR and transition data to the route
before loading wind data will prevent loss of wind data for fixes on
those segments.
ETP airport and waypoint data for RTE 2, if required, is sent
approximately 5 minutes after sending INIT RQ.
Do not activate RTE 2.
Enter present position using the most accurate latitude and longitude
information available (e.g. GPS, gate, parking spot or airport
coordinates.)
Do not enter Class II or MNPS airspace with only one MCDU on any
aircraft. Note that a failed MCDU is not the same as a failed FMC.
Before taxi, either the Captain or the First Officer may make MCDU
entries and the other pilot must verify.
Make MCDU entries before taxi or while stopped, if possible. If
entries are necessary during taxi, the First Officer will make the
entries and the Captain must verify.
In flight, MCDU entries will normally be made by the PF. When the
autopilot is off or in a high-workload environment, the PF should
direct the PM to make MCDU entries. Both pilots should verify
MCDU entries affecting lateral or vertical flight.
Do not enter a POS SHIFT or RWY/POS in the FMS. It may inhibit
the runway update function.
In all cases, both pilots must confirm FMS preflight entries.
Dave Collett
October 31, 2015
NP 20.15
NP 20.14
NP 20.15
NP 20.15
NP 20.16
NP 20.17
NP 20.17
NP 20.17
NP 20.18
SP 11.45
GS
NP 12.01
GS
NP 20.14
77
FMS Step Climbs
FMS Step Climbs
FMS Time Calculations
FMS Waypoints
FMS Wind Extrapolation
FMS Wind Propagation
FMS Wind Updates
Food Consumption
Set the Step Size to 1000 or 2000 as appropriate for the airspace when
wind data will be uploaded via data link.
Do not enter flight plan step climb or descent altitudes on the LEGS
pages when selecting 1000 or 2000 in the Step Size field.
Never leave the Step Size set to ICAO.
When wind data is uploaded via data link or if forecast winds for
higher and lower altitudes will be manually entered, set Step Size to
1000 or 2000 as appropriate for airspace.
For non-data link aircraft, a Step Size of 0 may be used for flight plan
comparisons on shorter legs.
The FMS will calculate two different time estimates for the active
waypoint. The time shown on the HSI is based only on current
winds. The time shown on the MCDU is based on a mixture of
current winds and forecast winds loaded into the FMS. The mixture
depends on the distance to the active waypoint. If the waypoint is a
long way away, most of the time calculation will be based on
forecast winds. If the waypoint is close, most of the calculation will
be based on current winds.
Do not add extra waypoints to the active route when using ADS-C.
If an aircraft climbs above the highest loaded forecast wind, the FMS
uses the highest loaded forecast wind without extrapolation. For
example, if winds at FL350 are loaded and the aircraft climbs to
FL370, the FMS uses the winds at FL350.
If an aircraft descends below the lowest loaded forecast wind, the FMS
keeps the direction constant but extrapolates the speed uniformly to
zero at the surface. For example, if winds at FL270 are loaded and
the aircraft descends to FL250, the FMS will use winds from the
same direction but extrapolated to a lower speed.
The wind entry at a waypoint is propagated forward to all down track
waypoints until the next entry or the top of descent. In addition, the
wind entry at a waypoint is propagated backward to the airplanes
present position if no other entries have been made. This can cause
problems with FMC time calculations if not corrected. For example,
assume a flight intends to cross the Atlantic at FL330 and then step
to FL350 over Europe. The crew loads strong winds into the FMS at
FL330 for the crossing and light winds at FL350 for the journey
across the Continent. In this case, the light winds at FL350 will
propagate all the way back across the Atlantic. If the flight is cleared
to cross the ocean at FL350 instead of FL330, the FMS will be using
light winds for its calculations and the time estimates will be wrong.
The solution, of course, is to load the correct winds for the actual
flight level flown.
Enroute and Descent winds will be automatically uplinked to data link
capable aircraft at 0430Z, 1030Z, 1630Z and 2230Z.
If winds are not received within 15 minutes of a new uplink time,
perform an FMC Reset and then send a manual request.
Pilots should not eat identical meals from the same restaurant or
kitchen within 6 hours of flight.
Pilots may eat the same meal in flight provided the meals are
staggered so that one pilot is monitoring the aircraft.
Crewmembers should not eat any food provided by a passenger.
Dave Collett
October 31, 2015
NP 20.16
SP 11.46
GS
AS5 2.17
GS
GS
SP 5.70
F 3.2.10
78
Fuel
FMS Reserve Fuel
Fuel
Alternate Fuel Burn
Fuel
Flight Plan Reserve Fuel
Fuel
Ballast Fuel
Fuel
Min Fuel for Takeoff
Fuel
Fuel Anomaly (767)
Fuel Cap Requirements

Fuel Config Light
F 5.3.08
The FMS Reserve Fuel on the flight plan is the sum of:
fuel to the alternate with the highest burn plus
ballast/unusable fuel plus
the greater of:
- minimum fuel (4,500 lbs. for 757 or 7,300 lbs. for 767) or
- FAR reserve fuel (45 min at cruise for domestic or 30 minutes
of holding at 1,500' AFE for international)
F 5.3.10
Fuel burn to an alternate airport is calculated at planned landing
weight from a static takeoff at the destination airport and then flying
normal climb, cruise and descent profiles to the alternate via the
shortest available route while observing overwater and area
navigation restrictions.
F 5.3.10
For domestic flights, reserve fuel in the fuel planning block of the
flight plan (not the FMS Reserve Fuel) is the greater of minimum
fuel or 45 minutes of fuel burn at cruise.
For flag operations, reserve fuel is calculated as the greater of
minimum fuel or additional fuel reserves required for the flight. (e.g.
10%, 30 minute hold, B43 reserve, etc.)
F 5.3.10
Fuel loaded for ballast fuel, unusable fuel or for MEL/CDL
requirements is not to be used except in an emergency.
F 5.3.11
Min Fuel for Takeoff is the FAR-required fuel when thrust levers are
advanced for takeoff.
Check fuel quantity equal to or greater than Min Fuel for Takeoff just
prior to taking the departure runway.
On some 767 aircraft the center tank fuel pumps occasionally may not
produce enough pressure to override the main tank fuel pumps
leading to simultaneous fuel consumption from the center tank and
the left and/or right main tank. There is no way to predict when this
will occur.
If this happens, do not turn off the center tank pumps because that may
trip the Universal Fault Interrupters and trap fuel in the center tank.
Leave the center tank pumps on until all fuel is burned from the
center tank.
If you notice the situation before the Fuel Config message appears,
accomplish the Fuel Balancing procedure in Supplemental
Procedures while using all center tank fuel first.
If you notice the situation after the Fuel Config message appears,
accomplish the Fuel Configuration checklist in the QRH while using
all center tank fuel first.
These procedures may result in extended flight with the main tanks
unbalanced until all center tank fuel is used.
Document each occurrence in the logbook.
Only the 767ER requires fuel caps. (Because it has a fuel dump
system.)
1,800 pound fuel imbalance (757).
2,000 500 pound fuel imbalance (767).
1,200 lbs. or more in the center tank with center fuel pumps off.
2,200 lbs. or less in a main tank. (LOW FUEL message too.)
Dave Collett
October 31, 2015
NP 20.63
SP 12.04
F 5.4.26
II
79
Fuel Crossfeed
Fuel Documentation
Fuel Filter Bypass

Fuel Imbalance
Fuel Jettison (767ER)

Fuel Low
Fuel Minimums
757
On aircraft with a single crossfeed switch, cycle the switch on then off
during the Descent check following an ETOPS flight. Record
abnormal operation in the logbook.
Do not pushback from the gate until obtaining:
a paper Fuel Service Record (FSR), or
an EFSR delivered via ACARS, or
a printed copy of the EFSR provided by the gate agent
An FSR or EFSR is always required even if the aircraft did not require
any fuel.
If fueling is complete, the D-7 Pre-Pushback message will say either
EFSR or Paper FSR Required.
If fueling is not complete, the D-7 Pre-Pushback message will say
Fuel Closeout Pending. If youre at an EFSR station you can close
the cabin door and pull the jetway while waiting for the EFSR, but
do not push back until you have it.
On some 757s, the only indication of an impending fuel filter bypass is
a status message. There will not be an EICAS warning, caution or
advisory.
The primary purpose of fuel balance limitations is for the structural
life of the airframe and landing gear and not for controllability.
Notify ATC of intention and termination.
If possible, dump fuel at 4,000' AGL or above.
Do not dump fuel in a descending circular pattern.
The cabin should be pressurized if possible.
Fuel will jettison at approximately 1,300 ppm.
There is no ground safety switch. Fuel will jettison on the ground if
the system is activated.
Ensure adequate weather minimums exist at the airport of intended
landing before dumping.
Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
Downwind drift of fuel may exceed 1 nm per 1,000 feet of drop.
Avoid jettisoning in a holding pattern with other aircraft below.
Avoid high nose up attitude. Make thrust changes slowly and
smoothly. This reduces the possibility of uncovering fuel pumps.
NP 20.70
F 5.4.20
F 5.4.21
II
T 8.23
F 10.2.07
II
T 8.25
Q 12.20
F 10.1.10
Minimum Fuel:
4,500 lbs.
Emergency Fuel:
3,500 lbs.
Final Approach Fuel:
300 lbs.
767
Minimum Fuel:
7,300 lbs.
Emergency Fuel:
5,300 lbs.
Final Approach Fuel:
500 lbs.
Minimum Fuel
Enough fuel to hold at 1,500' AFE for 30 minutes and then fly one
approach plus fuel tank gauge tolerance.
Emergency Fuel
Enough fuel to initiate a missed approach at 200' AFE and then climb
to 1,500' AFE, proceed downwind and fly another approach from a
point 10 miles from the end of the runway plus any fuel tank gauge
tolerance. Emergency fuel is approximately 30 minutes of fuel
remaining. Warning: Executing a missed approach with less than
emergency fuel could result in engine flameout.
F 10.1.11
Final Approach Fuel
Approximate fuel required to complete a normal approach from the

FAF.
F 10.1.10
Dave Collett
October 31, 2015
80
Fuel Pump Pressure
Fuel Quantity Indicators
Fuel Required
Fuel Requirements
Domestic
Fuel pump pressure should be supplied to the engines at all times.

Thrust deterioration or engine flameout may occur at high altitude
without fuel pump pressure. (The engines may not suction feed at
high altitude.)
Fuel quantity sensors in the fuel tanks send independent signals to the
cockpit fuel gages and to the wing fuel gages so that if a cockpit fuel
quantity indicator is inop, the wing fuel quantity indicator may still
be accurate. Conversely, if a wing fuel quantity indicator is inop, the
cockpit fuel quantity indicator may still be accurate. Refer to the
MEL.
On the Preflight Procedure, if the actual fuel on board is less than
flight plan block fuel, ensure Min Fuel for Takeoff plus flight plan
taxi fuel is on board.
GS
NP 20.39
F 5.4.01
Do not take off unless there is enough fuel on board to:

fly to and land at the destination and then
fly to and land at the most distant alternate and then
fly for 45 minutes at normal cruise consumption
Deltas Ops Specs permit the use of domestic fuel reserves between
the US, Canada, Mexico, the Caribbean and Alaska. Flag fuel on
these legs would normally result in less required fuel than using
domestic rules.
Fuel Requirements
Intl Ops Specs B044
(Planned Redispatch)
SP 12.01
F 5.4.02
F 5.4.09
Ops Specs B044 authorizes the dispatcher to plan a flight to an
intermediate airport and then execute a redispatch flight plan from a
predefined redispatch point to the final destination.
Fuel savings are realized by allowing two independent 10% reserve
fuel calculations, one for each portion of the flight.
An alternate may not be required if a redispatch segment is under 6
hours.
F 5.4.10
Do not takeoff unless there is enough fuel on board to:

fly to and land at the airport to which released and
fly for the greater of 10% of the total time required to fly from the
departure airport to the intermediate airport or for 10% of the total
time required to fly from the redispatch point to the destination
airport and
fly to and land at the most distant alternate on the flight plan if an
alternate is required and then
hold for 30 minutes at 1,500' AFE at the alternate or the destination
if no alternate was required
For a flight to be dispatched under B044, weather reports and/or
forecasts must indicate conditions will be:
at or above landing minimums at the time of arrival at any airport
to which the flight is dispatched or
at or above the landing minimums at the time of arrival for any
required alternate airport
Dave Collett
October 31, 2015
F 5.4.11
81
Fuel Requirements
Intl Ops Specs B043
(10% of Class II)
F 5.4.18
Ops Specs B043 requires the 10% reserve fuel to be calculated only
for that portion of the flight in Class II airspace.
An alternate is required regardless of conditions if the flight is over 6
hours.
Do not takeoff unless there is enough fuel on board to:
fly to and land at the destination and
fly for 10% of the time in Class II airspace and then
fly for 45 minutes at normal cruise fuel consumption
For a flight to be dispatched under B043, weather reports and/or
forecasts must indicate conditions will be:
at or above the landing minimums at the time of arrival at any
airport to which the flight is dispatched and
at or above the landing minimums at the time of arrival at any
required alternate airport
Fuel Requirements
Int'l Straight Release
Fuel Service Record (FSR)
F 5.4.19
F 5.4.19
Do not take off unless there is enough fuel on board to:
fly to and land at the airport to which released and then
fly for a period of 10% of the total time from departure to the
airport to which released and then
hold for 30 minutes at 1,500' AFE at the alternate or destination if
no alternate was required
For a flight to be dispatched on a straight release, weather reports
and/or forecasts must indicate conditions will be:
at or above landing minimums at the time of arrival at any airport
to which the flight is dispatched or
at or above the landing minimums at the time of arrival for any
required destination alternate airports
The paper FSR must be signed by the fueler and pilots must check for
the fuelers signature.
Check the Equals Difference block. An actual difference greater
than allowable difference may indicate a truck or aircraft gauge
malfunction. Stick verification is required.
Dave Collett
October 31, 2015
F 5.4.20
F 5.4.25
82
Fuel Tolerances
Preflight
F 5.4.27
Contact the dispatcher if fuel on board (FOB) is greater than block fuel
by more than:
1,000 lbs. for narrow body
1,500 lbs. for wide body
Pushback/Start
Contact the dispatcher anytime FOB is less than Min Fuel for Takeoff
plus flight plan taxi fuel.
Takeoff
Do not take off and contact the dispatcher if FOB is less than Min Fuel
for Takeoff.
Waypoint Passage
Contact the dispatcher if FOB is significantly less than PRMG.
Destination
Desired fuel for touchdown at the destination is FMS Reserve Fuel

plus any tanker fuel.
Alternate
Desired fuel for touchdown at an alternate is FAR Reserve Fuel or

Minimum Fuel, whichever is greater
If a full thrust takeoff has not been recorded within a 60-day period,
the flight plan will contain an MEL item requiring one. Accomplish
a full thrust takeoff and document it with ACARS.
A logbook entry is required if an engine fails to attain full thrust.
Indicates high oil temperature or low oil pressure in the integrated
drive generator (IDG).
Generator OFF and DRIVE lights remain illuminated until the
respective engine is started.
Set the lowest initial level off altitude on the missed approach
procedure.
When executing a published missed approach, the vertical portion may
be initiated at, or prior to, minimums, but the lateral portion may not
be initiated until reaching the MAP.
Altitude constraints in the FMS are not honored while in go-around
mode. If there is an altitude restriction associated with a missed
approach waypoint, the aircraft will ignore it and climb to the MCP
altitude instead. To avoid this, the MCP must be set to the constraint
altitude until passing the waypoint. Conditional waypoints (e.g. at
2800 turn left direct ABC) are honored during the go-around phase
however.
For example, the missed approach procedure could be something like
climb to 1,000 feet until intercepting the 190 radial and then climb
to 3,000 feet. In this case, you would set 1,000 feet in the MCP
window until intercepting the radial and then set 3,000 feet and
continue the climb. If you initially set 3,000 feet in the MCP
window, the airplane would ignore the 1,000 foot restriction and
climb directly to 3,000 feet, thus causing an altitude bust. The
missed approach at JFK is a case in point.
An automatic go-around cannot be initiated after touchdown or if the
airplane is below five feet radio altitude for more than two seconds.
When accomplishing a low altitude level off following an autopilot
go-around at low gross weight, there may not be enough altitude to
complete the normal capture profile and an overshoot may occur
unless crew action is taken. (Disconnect the autopilot and fly the
level off manually.)
Full Thrust Takeoff
Generator Drive Light

Generator Lights
Go-Around
Go-Around
Go-Around
Go-Around
Go-Around
Dave Collett
October 31, 2015
SP 7.09
II
NP 20.22
NOI 3.04
T 5.030
T 5.107
T 5.107
T 5.109
83
Go-Around Armed
Go-Around Call
Grid MORA
Heading Hold
Altitude Hold
Headsets and Boom
Microphones
HF Data Link (757-300)

HF Emergency Frequency
HF Emergency Frequency
HF Radio Check
HF Radios
Holding Configuration
Holding Fix
Holding Speed
Go-Around is armed when the flaps are extended (flap lever not up) on
any approach or at glideslope capture on an ILS if glideslope capture
occurs first.
If any pilot recognizes conditions outside the stabilized approach
criteria, a go-around must be called. If any pilot calls a go-around,
the call must be honored.
If situational awareness is lost at any time at an altitude below the
MOCA, Grid MORA or MSA, immediately climb to clear the
highest obstacle in that sector.
The flight director/autopilot rolls wings level and holds the heading
that exists at the time the wings become level.
The flight director/autopilot will hold, or return to and hold, the
altitude that existed when the switch was pressed.
Headsets and boom microphones are required below 18,000 feet from
the Pushback checklist until the Shutdown checklist is complete.
Headsets are strongly recommended for all operations in international
airspace.
Headsets must be TSO compliant and may not be modified.
Jumpseat occupants are encouraged to monitor radio communications.
HF Data Link is installed on some 757-300s. If installed, use the left
HF for data and the right HF for voice.
2182 kHz is monitored by Coast Guard Rescue Coordination Centers,
Coast Guard units, most commercial coast stations and some ships.
Range is generally less than 300 miles.
Merchant ships may be contacted on 2182 kHz or 4125 kHz. Some
ships can provide a homing signal on 410 kHz.
An HF radio preflight check is not required if it can be determined the
HF radio was used on the previous leg and was not written up in the
logbook.
When a preflight check is required, if the coupler tone, side tone and
audio reception are heard, the HF radio is considered to be working
and the flight may proceed.
A SELCAL check is not a required component of the HF radio check.
You must obtain two-way HF radio communications before entering
areas requiring HF communications. A successful SELCAL check is
desired to preclude maintaining a listening watch.
Do not operate the HF radios while fueling is in progress. (Boom!)
USB is preferable for HF communications. AM should be off.
Decreasing sensitivity too far prevents reception, including SELCAL
monitoring of the HF radio.
Maintain clean configuration if holding in icing conditions or
turbulence.
The holding fix must be a route waypoint (on the Legs page) or the
present position to use the FMS for holding.
If holding speed is not available from the FMC, the following schedule
may be used:
flaps up maneuvering speed at low altitudes
Vref 30 + 100 knots above FL250
Dave Collett
October 31, 2015
II
F 3.4.10
AS6 2.01
SP 4.01
II
F 3.4.05
NP 20.32
JE US-13
T 8.05
AO5 2.04
SP 5.96
T 4.29
SP 11.19
T 4.30
84
AO3 1.16
Holding Speeds (US)

6,000' MSL and below
Above 6,000' to 14,000' MSL
Above 14,000' MSL
200 kts max

230 kts max (210 kts max for some charted holding patterns)
265 kts max
Holding Times
Above 14,000' MSL
14,000' MSL and below
1 min
1 min
Standard Pattern
Max Teardrop Angle
Slow to Holding Speed
Reporting
No Holding Instructions
After Departing Holding
Holding Technique
Horizontal Stab Index Marks

Human Organs
Hydraulic Pump Lights

Hydraulic Systems
Right turns
30 degrees
Within 3 minutes of the holding fix. Do not slow early without ATC
approval, but cross the holding fix on speed.
Report time and altitude entering and report leaving.
Hold on the inbound course to the clearance limit fix using a standard
holding pattern (right turns).
Resume normal speed unless otherwise instructed.
Avoid public math! Unless cleared to hold at your present position or
at a published holding pattern already in the FMS, load the radial of
the holding pattern into the FMS instead of the course. Controllers
normally assign holding on a radial, so that immediately eliminates a
lot of confusion. Then compare the holding pattern in the FMS to the
assigned holding pattern and make any needed corrections. If for
some reason the quadrant is incorrect (e.g. youre supposed to hold
west, but the FMS shows the holding pattern to the east), take the
course from the INBD CRS/DIR line and plug it into the radial line.
That should flip the holding pattern to make it correct and the FMS
will have done the math for you. Then add holding pattern
directions, lengths, times, EFCs, etc.
For maintenance use only.
Human organs are not considered dangerous goods and do not require
a NOTOC.
Human organs may not be transported on the flight deck.
On international flights, human organs must be loaded in the bulk
compartment or aft compartment if there is no bulk compartment.
Eye/cornea shipments must be transported in the cargo compartment.
Some human organs are packed in a special module and may be
carried in the cabin.
Left and right engine hydraulic pump PRESS lights remain
illuminated until the respective engine is started.
Pressurize the right hydraulic system first and depressurize it last to
avoid transferring hydraulic fluid between systems.
On the 767, turn the center electric hydraulic pumps on before the
center air demand pump and turn the center air demand pump off
before the center electric pumps. This keeps the ADP from cycling
on and off momentarily which causes leaks.
Dave Collett
October 31, 2015
AS3 6.02
AS3 6.01
AS5 2.02
AS3 6.01
AS3 6.02
GS
GS
F 8.3.01
NP 20.21
NP 20.47
NP 20.82
85
Ice Crystal Icing
Ice Crystal Icing (757)
Ice Crystal Icing or TAT Probe

Icing
ILS Approaches
At temperatures below freezing near convective weather, the airplane

may encounter visible moisture made up of high concentrations of
small ice crystals. These ice crystals can accumulate in the engine
core and shedding can cause engine vibration, power loss and
damage.
Ice crystals may be indicated by:
appearance of rain on the windscreen at temperatures too cold for
liquid water. The sound is also different than rain.
TAT remains near 0C due to TAT probe icing
light to moderate turbulence
no significant radar returns at altitude, but heavy precipitation
returns below the airplane
cloud tops above typical cruise altitudes
There is no significant airframe icing and the ice detection system will
not detect ice crystal icing.
During flight in IMC, avoid flying directly over significant amber or
red radar returns even if there are no returns at the airplanes
altitude.
If ice crystal icing is suspected, exit the area and avoid flying over red
or amber radar returns. Complete the procedure in the QRH.
Since the PW2000 engine does not have an auto-relight feature,
position the Engine Start Selectors to FLT when operating between
30N and 30S and all of the following conditions exist:
IMC or in visible moisture
FL 180 and above
turbulence of any intensity
Position the Engine Start Selectors to FLT even if engine anti-ice is on
to ensure both ignitors are operating.
Ice crystal icing or TAT probe icing (767) may be indicated by:
the airplane is in visible moisture with amber or red radar returns
below the airplane (youre above a thunderstorm)
appearance of liquid water on the windscreen at temperatures too
cold for rain. The sound is different from rain too.
light to moderate turbulence
speckled green returns on the weather radar
appearance of rain on the windscreen
small collection of ice particles on the wiper post
"Shhh" sound
humid flight deck
ozone or sulfur smell
St. Elmos fire
the autothrottles are unable to maintain the selected airspeed
an erroneous TAT indication or the TAT indication remains
near 0C
Engine indications of engine ice crystal icing or TAT probe icing may
include:
the amber max EPR lines or EPR bugs or N1 bugs may decrease
while at constant altitude and airspeed
the EPR indications are not aligned
inability to achieve max continuous thrust or max climb thrust
If ice crystal icing is suspected, complete the QRH procedure.
When using LNAV to intercept the final approach course, LNAV
might parallel the localizer without capturing it. The airplane can
then descend on the glide slope with the localizer not captured.
Dave Collett
October 31, 2015
T 1.51
T 1.52
T 1.53
FB 15-06
Q 3.05
NP 20.75
86
ILS Approaches
ILS False Glideslope
ILS Signals
Intercepting a Radial Outbound
When using LNAV to intercept the final approach course, ensure raw
data indicates localizer interception to avoid descending on the
glideslope with LOC not captured. If needed, use HDG SEL to
establish an intercept heading to the final approach course.
An incorrect final approach fix crossing altitude indicates a possible
false glideslope capture or an incorrect altimeter setting. Deviations
from the VNAV path or from the normal pitch attitude and descent
rate may also indicate a false glideslope capture.
Do not continue the approach unless in visual conditions.
The course and glideslope signals are reliable only when their warning
flags are not displayed, localizer and glideslope pointers are in view,
and the ILS identifier is received.
Use HDG Select to comply with the ATC clearance.
Deselect LNAV if armed.
Manually tune the VOR frequency and radial to see a display of the
track on the HSI as a dashed green line.
Select the Legs page.
enter the VOR on line L1
execute
create a place-radial/distance waypoint from the VOR (e.g.
ATL180/99)
insert the created waypoint at L2, which is below the VOR on L1
execute
line select the created waypoint at L2 to the scratch pad and then
insert it on line L1
the course from the VOR to the created waypoint will appear on
line R6 in small font. Press R6 to make the font large.
check the HSI for accuracy. The dashed green and dashed white
lines should overlay.
execute
Arm LNAV and monitor capture.
Dave Collett
October 31, 2015
T 5.010
T 5.011
T 5.001
GS
87
Intercepting an Airway
(DRI-Clean)
IRS Align Lights
IRS Align Lights

IRS Alignment
Full
Quick
IRS Alignment
IRS Drift Rates
Jammed Flight Controls
Direct Route Intercept Clean Up

Use HDG Select to comply with the ATC clearance.
Deselect LNAV if armed.
Refer to the Enroute chart for the proper frequency and radial and
manually tune the VOR and radial that defines the airway. A dashed
green line will display on the HSI.
enter a VOR or airway fix on the airway behind the aircraft on line
L1 to anchor the airway
execute
Select the ROUTE page.
enter the airway from the anchor point to the clearance limit
execute
use the HSI to determine the first waypoint on the airway that is
downstream of the aircrafts intercept point with the airway
select that waypoint to the scratch pad and insert on line L1.
the course on the airway to that waypoint will appear on line R6 in
small font. Press R6 to make the font large.
check the HSI for accuracy. The dashed green and dashed white
lines should overlay.
execute
Arm LNAV and monitor capture.
Clean up the routing to match the clearance. Check the RTE page to
make sure it matches the clearance exactly.
Flashing Align lights indicate:
the IRUs have been in align mode for more than 10 minutes
without a present position entered
an incorrect present position was entered (a significant difference
from the shutdown position)
the airplane was moved during alignment
Do not turn the IRSs off for flashing align lights except when called
for by the procedure in Supplemental Procedures.
GS
II
SP 11.16
II
10 minutes (17 min at high latitudes, less than 10 min at low latitudes)
30 seconds
Perform a full alignment prior to every flight.
IRS mode selectors must be selected off for at least 30 seconds and the
Align lights must be extinguished prior to a full alignment.
Check IRS drift rates if the airplane was operated in Class II airspace
for more than one hour. Make a logbook entry if any drift rate
exceeds 2 nm per hour.
If a flight control is jammed or restricted:
overpower the jammed or restricted system. Use maximum force
including the combined effort of both pilots if needed.
do not turn off any flight control hydraulic power switch
if the failure could be due to freezing water, consider a descent to a
warmer temperature and attempt to overpower the jammed or
restricted system again
Dave Collett
October 31, 2015
NP 20.14
NP 20.84
Q 9.09
88
Jammed Flight Controls
Jumpseat Briefing
Jumpseat Riders
Jumpseat Seatbelts
LAHSO Authorized
LAHSO Runway Lights

Landing at Nearest Suitable
Airport Required
Landing Configuration Warning
If a jammed flight control condition exists, both pilots should apply

force to attempt to either clear the jam or activate the override
feature. There should be no concern about damaging the flight
control mechanism by applying too much force.
There are override features for the control wheel and the control
column (ailerons and elevators).
If the override feature is activated, the non-jammed control requires a
normal force, plus an additional override force to move the flight
control surface. For example, if a force of 10 lbs. is normally needed
to move the surface, and 50 lbs. of force is needed to activate the
override, a total force of 60 lbs. is needed to move the control
surface while in override. Response is slower than normal with a
jammed flight control, however, sufficient response is available for
aircraft control and landing.
The Captain will ensure that each flight deck jumpseat occupant is
briefed on flight deck entry and exit procedures and in accordance
with the Observer Briefing placard.
The number of seats available to jumpseat riders is equal to the
number of available flight deck seats and available cabin passenger
seats in all cabins. (Unlimited flow back.)
A jumpseat rider who is issued a boarding pass for a cabin seat instead
of a 01P or 02P boarding pass for the jumpseat will be considered a
non-revenue passenger and non-rev procedures apply. There is no
need to check in the with the Captain.
Delta flight attendants always have first priority for cabin jumpseats.
If a jumpseat rider is authorized to sit in the cockpit, his boarding pass
will show a 01P or a 02P. Not required for an FAA Aviation Safety
Inspector.
Only Delta employees may sit on the jumpseat on international flights.
Non CASS-approved pilots/dispatchers must sit in the cabin.
Ensure jumpseats that will be unoccupied for the flight are secured and
shoulder harnesses are retracted or secured. Lap belts should be
fastened in non-folding jumpseats.
Dry runway only.
No tailwind component.
No windshear report or advisory within the last 20 minutes.
No MEL items affecting stopping distance.
Vertical guidance (ILS or PAPI/VASI) is always required.
PAPI/VASI is required at night.
Weather Requirements:
1,500/5 minimum with only ILS available
1,000/3 minimum with ILS and PAPI/VASI available
Must be above 1,000 feet AGL to accept a LAHSO clearance.
When in-pavement lighting is installed, the lights will be on whenever
LAHSO is being conducted, even when the full length of the runway
is available.
Situations include, but are not limited to:
when stated in the checklist
fire or smoke which continues
only one AC power source remains (engine or APU generator)
only one hydraulic system remains
as determined by the flight crew
A landing configuration warning will occur on a go-around if the gear
is raised with the flap position greater than 20 as might happen on a
go-around with a flap or slat malfunction.
Dave Collett
October 31, 2015
T 8.20
F 3.3.02
F 4.3.01
F 4.3.04
F 4.3.05
F 4.3.10
NP 20.04
AS3 1.04
AS3 1.05
Q NNCI 1.3
T 8.18
89
Landing Gear Alternate

Extension
Landing Gear Disagree
Landing Gear Lights
Landing Gear Pins
Landing Gear Strut Extension

Layover Hotel Change
Layover Transportation
Layover Transportation
Left Recirc Fan (757)

Lightning Strike, Bird Ingestion
or FOD Damage
Live Animals
Logbook Entries
If the landing gear is extended using alternate gear extension, the gear
cannot be raised.
Land on all available gear. Cycling the landing gear in an attempt to
extend the remaining gear is not recommended.
A tower fly-by is not recommended.
It is not Delta's policy to foam runways.
During a partial gear or gear up landing, speedbrakes should be
extended only when stopping distance is critical. Extending the
speedbrakes may compromise aircraft controllability and also creates
a risk of not being able to stow them after the aircraft has stopped. In
this case, there would be an increased probability of injuring
passengers if the over wing exits are used for evacuation. Be aware,
however, that most gear disagree events are caused by an indicator
malfunction instead of an actual gear malfunction. If the speedbrakes
are not used and all gear remain extended, runway distance may
rapidly become critical.
There are two bulbs in each green Landing Gear Down light assembly,
but only one bulb will illuminate after gear extension when on
Standby power. It might be wise to make sure all bulbs are working
prior to takeoff. If you end up on Standby power, you don't want the
burned-out bulb to be the one you need. You already have enough
problems.
A logbook entry must be made whenever gear pins are installed and
the entry must be cleared prior to the aircraft's release.
Maintenance will only use the gear pins from the aircraft storage
compartment and they must be returned to the storage compartment
prior to aircraft release.
During preflight inspection, the strut may not be fully compressed.
If the layover hotel is different from that listed on the current rotation
in DBMS, advise Crew Accommodations or Crew Tracking with the
hotel name and phone number so Delta can find you.
Any changes to scheduled local transportation pick up time must be
coordinated through the Station Manager.
Only Crew Tracking can authorize a late pick up in order to maintain
FAR required crew rest.
Wait time for hotel crew transportation should be no more than 20
minutes. If the wait time is more than 20 minutes and the situation
cannot be resolved, secure a taxi voucher from Operations or pay for
a cab and submit an expense statement for reimbursement.
Do not turn off the left recirc fan on the 757.
Make a logbook entry and notify the dispatcher.
Live animals must be shipped in the aft cargo bin on the 757 and are
prohibited from traveling to or from Europe.
Live animals can only be shipped as cargo on the 767 and must be
secured on a pallet in the forward cargo bin. The shipment must have
a Live Safe for 767 Safe for Dry Ice tape visible.
Unless takeoff is imminent, live animals must be removed from the
aircraft if the following time limits are exceeded:
2 hours for temperatures between -7C and 24C
1 hour for temperatures warmer or cooler than above
If the aircraft has departed the gate and MEL/CDL procedures have
been applied, logbook entries and placarding may be delayed until
after airborne, however they must be completed before flight
termination.
Dave Collett
October 31, 2015
T 8.26
T 8.28
T 8.29
GS
F 6.1.04
NP 20.06
F 4.2.01
F 3.2.10
F 4.2.01
SP 2.01
F 10.2.08
F 8.1.08
F 8.1.09
F 3.4.09
90
Logbook Review
Logo Lights
Long-Range Nav System
Lost Comm (US)
Lower Crew Rest Low Airflow
Lowest Permissible Visibility

Main Battery Discharge
Maintenance Irregularities
All crewmembers must review the logbook to become familiar with

the history and maintenance status of the aircraft.
Ensure the logbook matches the ship number.
Ensure an Airworthiness Release has been signed by maintenance
except that an Airworthiness Release is not required at a Delta nonmaintenance station when discrepancies do not exist.
Review any EP-19 forms for special equipment and/or operating
instructions.
MCOs must be reviewed using the MDM.
Ensure an ETOPS Pre-Departure Check is recorded prior to an ETOPS
departure.
Logo lights (if installed) should be on whenever the airplane is
powered.
A long-range navigation system is defined as:
one FMS and one MCDU supported by one or more IRUs or
GPS, or
one MCDU with alternate nav capability supported by its IRU. Not
all aircraft have MCDUs with alternate nav capability.
Squawk 7600 (not 7700 first for simple lost comm).
If VMC, maintain VFR and land as soon as practical.
If unable to maintain VFR:
route: assigned, vectored, expected or filed. (AVEF)
altitude: highest of assigned, expected or minimum
ICAO procedures are different. Refer to Airway Manual Chapter 9.
The Low Airflow alert may sound momentarily during power transfers
or power down. It may also sound if both packs or recirc fans are not
operating.
If the alert sounds, press the Low Airflow Alert Reset switch to reset
the system. If the alert continues, evacuate the facility.
Takeoff: RVR 500 (150 m) with HIRL and CL
Landing: RVR 300 with CAT III autoland
Flight beyond 30 minutes (90 minutes on some airplanes) may result
in complete loss of electrical power.
The FAA requires that mechanical irregularities be written in the
aircraft logbook. Verbal reports do not relieve the captain of the
responsibility of documenting irregularities.
To support fleet reliability, notify Dispatch and Maintenance Control
of all maintenance issues immediately, at the safest opportunity, via
voice or ACARS.
Dave Collett
October 31, 2015
NP 20.02
NP 12.10
GS
JE 1.01
JE 1.02
SP 1.15
AO3 1.05
AO3 1.07
Q 6.21
F 3.4.06
91
Mandatory ATC Reports
Max Continuous Thrust
Max Thrust
Maximum Altitude
Maximum Climb
Max Rate
Max Angle
In addition to position reporting, the following reports are to be made

to ATC without request:
vacating a previously assigned altitude or flight level
immediately upon reaching a new flight level (in nonradar/procedural airspace)
leaving a holding fix or point
leaving the final approach fix inbound on final approach (not
required in the U.S. when in radar contact)
when an approach has been missed. Request clearance for specific
action; for another approach, to another airport, etc.
time and altitude or flight level reaching a holding fix or clearance
limit
encountering either unforecast or hazardous weather conditions
the loss of navigation capability, or impairment of air to ground
communications capability. Reports should include aircraft
identification, equipment affected, degree to which the capability
to operate under IFR in the ATC system is impaired, and the nature
and extent of assistance desired from ATC.
when unable to climb or descend at a rate of at least 500 feet per
minute.
when the true airspeed varies or is expected to vary from the speed
filed in the original flight plan by one of the following amounts:
plus or minus 5% or 10 knots, whichever is greater (U.S.)
plus or minus 5% or more (ICAO)
changes in ETA for the next reporting point when an ETA given is
in error by 3 minutes or more (not required in the U.S. when in
radar contact or with an ADS-C connection.)
With the autothrottles engaged:
Max Continuous Thrust may be selected while in VNAV on the
767. Just push the CON button on the TMSP.
Max Continuous Thrust may not be selected while in VNAV on
the 757. Another pitch mode must be selected first. For example,
select Flight Level Change and then press CON.
With the autothrottles disengaged, Max Continuous Thrust may be
selected while in VNAV on both airplanes which is why the first
step of the Driftdown checklist is to turn the A/T ARM switch off.
For airplanes with the EECs operating normally, maximum thrust is
obtained by advancing the thrust levers full forward (firewall).
For airplanes with EECs operating in the alternate mode, maximum
thrust is obtained by advancing the thrust levers to the full-rated
takeoff or go-around limit only. Advancing the thrust levers to the
full forward stop should be considered only if terrain contact is
imminent.
When at or near the FMC maximum altitude, it is possible for LNAV
inputs (e.g. bank angles) to exceed the capability of the airplane,
leading to loss of altitude or airspeed.
Turbulence at or near the maximum altitude can momentarily increase
the airplanes angle of attack and activate the stick shaker.
AS5 2.02
GS
T 1.36
T 4.09
T 4.05
The FMC does not provide max rate climb speeds, but they may be
approximated by:
757 clean speed + 50 knots until intercepting .76 Mach
767 clean speed + 50 knots until intercepting .78 Mach
Max angle climb speed is displayed on the FMS Climb page.
Dave Collett
October 31, 2015
II
92
Maximum Range Cruise

Long Range Cruise
MAYDAY
MCO Expiration
MCO Expiration
MCO Placards
MEDEVAC
Enter a cost index of zero to fly at Max Range Cruise.

Long Range Cruise is 99% of the fuel mileage of Max Range Cruise
and is calculated by the FMC.
MAYDAY indicates imminent and grave danger and that immediate
assistance is requested.
PAN-PAN indicates uncertainty or alert followed by the nature of the
urgency.
You must use the terms MAYDAY or PAN-PAN to receive
priority handling in ICAO airspace.
The Captain and the Maintenance Coordinator have joint
responsibility to ensure MCO expiration periods are not exceeded
for MEL Category B, C and D items.
Except for just-added logbook entries, each Category B, C or D item
should have an expiration date listed on the flight plan. If the
logbook and flight plan dont match or if there is no expiration date,
contact Dispatch and the MCC for verbal confirmation the MCO has
not expired.
CDL and Special items do not have expiration dates.
MCOs expire after the following time periods:
Category A as specified in the Remarks
Category B 3 days
Category C 10 days
Category D 120 days
For Categories B, C and D, and for Category A items where the time is
specified in days, the day the item was recorded in the logbook is
excluded.
When enroute to a non-maintenance station with a yellow placard
requiring a repetitive check by other than a crewmember, the
inbound crew must notify the MCC and/or stations personnel
through Flight Control.
Use the call sign MEDEVAC when carrying urgently needed
lifesaving medical materials or vital organs. This will provide
expeditious ATC handling but does not constitute an emergency.
Example: MEDEVAC Delta 1234.
Dave Collett
October 31, 2015
T 4.07
AIM PCG
GS
F 3.4.07
F 3.4.08
MEL
Page XI
F 3.4.09
F 8.3.02
93
Medical Emergencies
Medical Equipment
Microburst Alert
Microburst Conditions
A medical event exists when a passenger or crewmember appears ill or

injured to a level that requires medical assistance.
A medical emergency exists when STAT-MD and the Captain
determine a medical event is critical and requires an expedited
landing or divert.
In the event of a medical event or emergency, the flight deck must be
locked down and communications with the flight attendants
accomplished via interphone and with the Medical Assistance Form
(MAF). (Basically, lock down the cockpit for anything unusual.) The
Captain may terminate the flight deck lock down at his discretion if
no threat to the flight deck exists, the medical event is stabilized, and
the cabin crew has resumed normal duties.
Delta has contracted with STAT-MD to provide medical assistance to
passengers and crew.
Some aircraft have the Cabin Medical Communication System
installed and flight attendants can talk with STAT-MD via an aircraft
radio once a phone patch is established. Refer to Volume 1
Supplemental Procedures.
On other aircraft, the flight attendants will complete the MAF and slip
it under the cockpit door to the pilots. The pilots will then talk to
STAT-MD.
A MAF is required before talking to STAT-MD except when:
CPR is in progress
the AED has delivered a shock
the patient has uncontrolled, heavy bleeding
the patient is delivering a baby
Note that the AED in use is not the same as the AED having delivered
a shock. Furthermore, use symptoms like crushing chest pain
instead of possible heart attack. Use numbers for pulse and blood
pressure instead of subjective terms like high or low.
STAT-MD is primary guidance and onboard medical assistance is
secondary guidance for all in flight medical events.
Crews should contact STAT-MD before initiating an air return or
diverting for a medical event.
The Captain has the final authority in the decision to release medical
equipment. If a sealed kit or medical equipment is opened and used:
enter a description of the circumstances and the name of the person
authorized to use the kit in the aircraft logbook
contact Dispatch to coordinate a replacement
The Enhanced Emergency Medical Kit (EEMK) may be opened and
used by individuals who provide a medical license, certification or
other professional identification. The Captain may also release it to
other individuals who appear to have the necessary medical
knowledge or skills.
Flights may not depart from or commence the final approach to a
runway where Doppler radar has issued a Microburst Alert.
If ATC issues a Microburst Alert for the runway of intended landing, a
go-around must be executed. If the flight path becomes marginal,
accomplish the Windshear Escape Maneuver.
Be especially alert for dry microbursts in the following conditions:
surface temperature above 75F
temperature/ dew point spread of 30 to 50F
convective activity in the area with high cloud bases
virga or scattered light rain
radar returns of weak cells from 5,000' to 15,000' AGL
Dave Collett
October 31, 2015
F 7.4.01
F 7.4.03
F 7.4.04
F 7.4.05
F 7.4.07
F 7.4.08
AO4 2.03
GS
94
Microbursts
Military Escorts
Minimum Altitudes
Grid Minimum Off-Route
Altitude (Grid MORA)
The phase of a microburst that is hazardous to aircraft typically lasts

five minutes or less. For this reason, PIREPs from preceding aircraft
must be considered carefully. Microburst activity may be increasing
and subsequent encounters could be more severe.
Flight crews do not have SIDA escort authority and may not take a
military member escorting remains to the ramp.
JI 11
The lowest altitude at certain fixes which an aircraft must cross when
proceeding in the direction of a higher MEA.
Minimum Enroute Altitude

(MEA)
Lowest published altitude between radio fixes that meets obstruction

clearance requirements and in some countries assures acceptable
navigation signal coverage.
Minimum IFR Altitude
In the US, 2,000 feet in designated mountainous terrain or 1,000 feet

in non-mountainous terrain above the highest obstruction within
4 nm of the course to be flown.
Minimum Obstruction
Clearance Altitude
(MOCA)
Lowest published altitude between radio fixes that meets obstacle

clearance requirements for the entire route segment and in the US
provides acceptable navigation signal coverage within 22 nm of the
VOR.
Minimum Reception Altitude

(MRA)
Lowest altitude at which an intersection can be determined.
Minimum Safe Altitude

(MSA)
Unless otherwise noted, provides 1,000 feet obstacle clearance within

25 nm of the navigation facility upon which the MSA is predicated.
This altitude is for emergency use only and does not guarantee
NAVAID reception. If the MSA is divided into sectors with different
altitudes, the altitudes in those sectors are minimum sector altitudes.
Movement Area
Non-Movement Area
F 7.1.10
Provides 2,000 feet in mountainous and/or high-elevation terrain or

1,000 feet in non-mountainous and/or low-elevation terrain above
the highest obstruction within the section outlined by the latitude and
longitude lines. The Grid MORA does not provide NAVAID or
communications coverage. Derived by Jeppesen or State Authorities.
Minimum Crossing Altitude

(MCA)
Minimum Pavement Width

757-200
757-300
767
Minimum Stopping Distance
AS4 2.20
JI 14
JI 15
T 2.13
120 feet for a 180 turn.
Speedbrakes fully deployed, maximum reverse thrust and maximum
manual anti-skid braking (not max autobrakes) provides minimum
stopping distance.
The movement area is any part of the airport used for taxiing, takeoff
or landing of aircraft and is under the control of ATC.
The non-movement area refers to taxiways and apron areas not under
the control of ATC. (e.g. some ramps and remote parking areas)
Dave Collett
October 31, 2015
T 2.15
T 2.17
T 6.24
AS3 5.04
95
Navigation
Class I
Class II
Navigation Chart
Navigation Error
Navigation Facilities
Navigation Flight Envelope
Negative Pressure Relief Doors

Non-ILS Approaches
Non-Normal Checklists
Non-Normal Checklists
Non-Normals
AS2 2.07
Operations on any segment which is entirely within the usable range
(service volume) of standard navigation facilities (VOR, VOR/DME,
NDB).
Operations conducted on any segment which takes place outside the
usable range of standard navigation facilities. (130 nm for VORs and
75 nm for NDBs.)
An orientation chart is required for all Class II off-airways navigation
flights.
If routed off airways to Hawaii (random route) and an orientation chart
is not available, use the Pacific H/L 3-4 chart.
In Class I airspace, the airway includes 4 nm either side of centerline.
In Class II airspace, the airway includes 15 nm either side of
centerline.
Excursion beyond these airway limits is considered a gross navigation
error and must be immediately reported to ATC to obtain an
amended clearance. Consider filing a NASA report.
Do not use radio navigation aid facilities that are out of service even
though flight deck indications appear normal. Radio navigation aids
that are out of service may have erroneous transmissions that are not
detected by aircraft receivers and no flight deck warning is provided
to the crew.
Orientation charts and transoceanic flight envelopes are required for
all Class II off-airways navigation flights when the time in this
airspace exceeds one hour.
The completed envelope must include the flight plan and the
orientation chart.
On the 767, negative pressure relief doors on the right forward
fuselage will not be closed if the associated cargo door is open.
Regardless of GPS availability, the approach may be flown in LNAV
with raw data displayed.
If the ground-based NAVAID is out-of-service and/or compatible
avionics are not installed or not operational, the approach may be
flown using RNAV procedures as long as one GPS is operational
and the approach is authorized on the Delta Special Page or in a
flight plan remark.
Only a few situations, such as Cabin Altitude, require an immediate
response. Usually time is available to assess the situation before
taking corrective action.
As a general rule:
fly the airplane
cancel the warning
identify the emergency or non-normal
accomplish the recall items from memory if necessary
read the checklist
do not hurry
The PF should call for the non-normal checklist when:
the flight path is under control
the airplane is not in a critical phase of flight such as takeoff or
landing
all memory items are complete
Fly the aircraft with the highest level of automation available.
Dave Collett
October 31, 2015
AS2 2.08
AO2 2.02
AS2 1.08
T 5.001
AO2 2.02
GS
AO3 4.01
Q NNCI 1.5
Q NNCI 1.6
GS
96
Non-Normals Before Takeoff

Offpath Descent
Operational Priorities
Out-of-Service Tag
Overwater Briefing
Overwater Operations
Overweight Landing
Overweight Landing
Overweight Landing
Overweight Landing
If a non-normal condition occurs during engine start or before takeoff

(prior to dispatch), complete the non-normal checklist and then
comply with the MEL if required.
Offpath Descent circles are referenced to the end-of-descent waypoint
shown at 1L on the descent page. The outer circle assumes clean
configuration and the inner circle assumes speedbrakes extended.
All aspects of flight operations will be conducted in accordance with
the following priorities:
Safety
FAR, ATC, and Company policy compliance
Passenger Comfort
Schedule and
Economy
Safety is always paramount to our operational priorities. Anytime the
safety of our passengers, crew or assets is in question the operation
must be stopped.
If a red Out of Service tag is installed, do not activate any system,
control switch or circuit breaker without obtaining approval of
maintenance personnel, preferably the mechanic performing the
repairs. (Dont even use the aircraft radio to call maintenance.)
An overwater briefing and demonstration is required on any flight
operating more than 50 nm from the nearest shoreline.
Extended overwater operations are defined as flight further than 50 nm
from the nearest shoreline. Unless otherwise authorized, the aircraft
cannot exceed the 50 nm limit without the required emergency
equipment onboard unless the Captain is exercising his emergency
authority. Not all Delta 767/757s are overwater equipped.
If an aircraft is overwater equipped, it must remain within 60 minutes
of an adequate airport at one-engine inoperative cruise speed under
standard conditions in still air unless ETOPS authorized.
If landing distance is not an issue, jettisoning fuel or holding to reduce
weight is not necessary when the Captain is exercising his
emergency authority to make a sound decision which takes account
of the entire set of operational circumstances.
When landing overweight the Captain is exercising his emergency
authority. Exercising emergency authority does not require declaring
an emergency with ATC.
An overweight landing requires a logbook entry which should include:
the phrase overweight landing
the actual landing weight
the maximum landing weight
vertical speed at touchdown if known
There are several checklists in Section 0 of the QRH for overweight
landings.
If landing distance is not an issue, holding or jettisoning fuel to reduce
weight is not necessary.
The aircraft is not certified to autoland at greater than maximum
landing weight. If the Captain determines that an autoland is the
safest course of action, the approach, flare and landing must be
closely monitored at all times.
Dave Collett
October 31, 2015
Q NNCI 1.4
T 4.24
F 3.1.01
NP 20.01
F 7.8.03
AS3 1.01
F 10.2.07
F 10.2.08
Q 0.18
Q 0.24
Q 0.24
97
Overweight Landing
Overweight Landing
Oxygen Mask Test
Oxygen Pressure Low
Oxygen Regulator Positions

Emergency
100%
Normal
Oxygen Requirements
One Pilot in the Seat
Both Pilots in the Seats
Cabin above 10,000 feet
PA Quiet Hours
Pack Inop Lights
Packs and Bleeds
Landing distance is normally less than takeoff distance for Flaps 25 or

30 landings at all gross weights. However, wet or slippery runway
field length requirements should be verified from the landing
distance charts in the ODM.
Brake energy limits will not be exceeded for Flaps 25 or 30 landings at
all gross weights.
If landing distance is a concern, burn or dump fuel to reduce weight.
Overweight autolands are not recommended. The autopilot is not
certified for automatic landings above maximum landing weight.
An automatic approach may be attempted, but the autopilot should be
disconnected above flair height and a manual landing accomplished.
In an emergency, if an autoland is the safest course of action, the
approach and landing should be closely monitored with awareness
that touchdown may be beyond the normal touchdown point
requiring additional landing distance and that touchdown at higher
than normal sink rates may exceed structural limits. Go around if
autoland performance is unsatisfactory.
During the 10-second test in Emergency, if the oxygen cylinder valve
is not fully opened, the oxygen pressure can:
decrease rapidly, or
decrease more than 100 psi, or
increase slowly back to normal
When the flight crew oxygen supply is depleted during flight, the
flight crew is vulnerable to smoke, fumes or loss of cabin
pressurization.
Initiate an immediate diversion to the nearest suitable airport.
If an emergency situation occurs resulting in the use of the portable
oxygen bottles or PBEs, a lack of communication capability may
cause flight crew and ATC coordination problems.
T 6.38
T 6.39
SP 1.19
SP 1.21
Q 1.11
Q NNCI 1.4
Use when necessary to provide positive pressure to the mask to
remove contaminants.
Use when positive pressure is not required but flight deck air is
contaminated.
Use when prolonged use is required and the situation permits.
F 3.4.11
Seated pilot will use oxygen when above FL250.
One pilot will use oxygen when above FL410.
All pilots will use oxygen.
10 p.m. to 8 a.m. local time.
When top of climb to top of descent is over 5 hours.
Pack Inop light only indicates a controller fault or outlet overheat but
the pack is still operating.
Pack Inop and Pack Off lights indicates a pack trip caused by an
internal overheat. The pack valve is closed and the pack is off.
Operating both packs from a single engine bleed source is acceptable
except during icing conditions.
If environmental conditions allow, operating only one pack will
provide additional fuel savings.
Dave Collett
October 31, 2015
F 7.8.03
II
NP 20.52
98
Packs Off Takeoff
Packs Off Takeoff (767 Only)
Passenger Baggage
Passenger Misconduct
Passenger Oxygen Masks

Passenger Standing
Passenger Unacceptable
Behavior
An ENG BLEED OFF EICAS message may display during takeoff

roll. This indication is acceptable for a Packs Off takeoff. Do not
abort.
Turn the first pack on after climb power is set. Turn the second pack
on after cabin pressurization stabilizes.
If an engine fails on takeoff, leave both packs off until 1,500 feet AGL
or until engine-out clean up altitude, whichever is higher.
Some 767s with GE engines (both domestic and ER) may experience
EGT exceedances during takeoff in moderate to high ambient
temperatures. To help mitigate this, AWABS may require a Packs
Off takeoff.
If a Packs Off takeoff is required:
do not reduce power during takeoff to keep EGT within limits
do not reject the takeoff if EGT goes into the red if other engine
indications are normal
do not reject the takeoff for a Bleed Off light. The Engine Bleed
Off light(s) and EICAS message(s) may display if packs are off.
if an overtemp occurs, contact maintenance for evaluation.
Typically the engine is okay to complete the flight.
Do not store any item belonging to a passenger in the flight deck.
Flight Attendant or deadhead crew baggage may be stored in the
flight deck with the Captains permission however.
Serious passenger misconduct is defined as injuring another passenger
or crewmember, subjecting a passenger or crewmember to a credible
threat of injury, interfering with a crewmembers duties, or refusing
to comply with Federal regulations.
Before pushback, any passenger in the terminal or on the aircraft
endangering the safety of passengers or crew, interfering with the
performance of any crewmembers duties, appearing intoxicated or
unruly, or demonstrating other types of serious misconduct will not
be allowed on the flight.
After pushback, pilots will not leave the flight deck after pushback or
in flight to deal with passenger problems.
The Passenger Oxygen switch will deploy the passenger oxygen
masks. (Dont touch it unless the QRH tells you to.)
If informed a passenger has left his seat during ground movement,
bring the aircraft to a stop when it is safe to do so.
Unacceptable passengers include those:
whose behavior indicates they may be hazardous to other
passengers
who refuse to permit a search of their person or property for
explosives or weapons
who are unruly, obnoxious or disorderly
who appear to be intoxicated or under the influence of drugs
who are not fully clothed (e.g. no footwear, no shirt, wearing only
swimsuit)
who are stretcher patients
who refuse to produce positive identification
who have a malodorous condition unless due to a disability
Dave Collett
October 31, 2015
SP 2.02
SP 16.37
SP 16.38
F 7.2.01
F 7.3.01
NP 20.23
F 7.1.06
F 7.1.01
99
Passenger Unaccompanied
Baggage
Passengers With Weapons
PEDs
PEDs
Pilot Controlled Lighting

Pilot Induced Roll Oscillation
Convene the Security Conflict Team if a security concern arises.

On domestic flights, baggage may travel unaccompanied provided a
TSA-approved screening method or a provision of Deltas security
program has been applied.
On international flights, a positive passenger/checked baggage match
will be accomplished, however baggage from passengers
involuntarily denied boarding (e.g. space, weight, mechanical,
weather, etc.) may remain on the aircraft. Baggage of passengers
removed from the flight or denied boarding for other reasons (e.g.
abusive, medical, etc.) should be removed.
The Flight Leader/Purser will inform cabin crewmembers and FAMs,
LEOs and FFDOs of all seat locations of all armed passengers.
If there is a crew change and the armed official is continuing, leave the
Law Enforcement Gate Pass in the logbook to alert the next crew.
Cell phone and PED use by pilots is prohibited from the beginning of
the preflight checklist until completion of the shutdown or secure
checklist unless an operational need exists. In that case, the aircraft
must be stopped with the parking brake set.
Personal calls and texts are not allowed on the ramp during preflight
inspections, but operational calls are allowed provided they are made
at least 10 feet from refueling equipment.
With certain exceptions, passengers may use Personal Electronic
Devices (PEDs) during all phases of flight, including ground
operations.
This policy applies for takeoff and landing at all domestic and
international locations except for Singapore and Jamaica. Use of
PEDs below 10,000 feet is prohibited for takeoff and landing at
those locations.
Use of cellular service or VOIP to make phone calls is prohibited from
door closure at departure until landing.
During a Red Emergency instruct the passengers to turn off all PEDs.
Only the in-seat 115-volt outlets may be used to power or charge
personal electronic devices. Exit seats may not use in-seat power
during taxi, takeoff or landing however.
If interference of aircraft systems from PEDs is suspected, the captain
should notify the flight attendants to have all PEDs in the cabin
turned off. If interference is substantiated, an Air Safety Report
should be filed.
High Intensity: 7 mike clicks in 5 seconds.
Medium Intensity: 5 mike clicks in 5 seconds.
Low Intensity: 3 mike clicks in 5 seconds.
In a fully-developed lateral PIO, pilot control wheel inputs will be out
of phase with the airplane roll response.
immediately stop lateral control wheel inputs until the airplane
stabilizes
initiate a go-around if oscillations do not diminish or if the aircraft
is not in a position from which a safe landing can be made
Dave Collett
October 31, 2015
F 7.2.02
F 7.2.03
F 7.1.06
F 3.2.09
F 7.1.08
JI 18
T 7.26
100
T 7.14
Pilot Responses
Gnd Proximity Caution
(Multiple Advisories)
Correct the flight path or configuration
Gnd Proximity Warning

(Pull Up. May include
Obstacle or Terrain.)
Terrain Avoidance Maneuver
T 7.15
Predictive Windshear Caution

on Takeoff
(Monitor Radar Display)
Abort the takeoff if prior to V1
T 7.31
Predictive Windshear Warning

on Takeoff
(Windshear Ahead)
If prior to V1, abort the takeoff

If after V1, perform the Windshear Escape Maneuver
T 7.31
Predictive Windshear Caution

In Flight
(Monitor Radar Display)
Maneuver as required to avoid the windshear
T 7.31
Predictive Windshear
Warning on Approach
(Go-Around, Windshear
Ahead)
Windshear Escape Maneuver or normal go-around at pilots discretion
T 7.32
Windshear Encounter
Windshear Escape Maneuver
T 7.31
Windshear indications are:

uncontrolled changes from normal steady state flight conditions
below 1,000' AGL in excess of:
15 kts indicated airspeed
500 fpm vertical speed
5 degrees of pitch
1 dot deviation from the glideslope
unusual throttle position for a significant period of time
windshear siren and Windshear, Windshear, Windshear.
T 7.29
Microburst Alert Issued by ATC

for the Landing Runway
Post-Accident or Incident
Post-Bad Thing Checklists
Mandatory go-around. Windshear Escape Maneuver if the flight path

becomes marginal.
After landing and clear of the runway or after a ground accident or
incident resulting in substantial aircraft damage, pull the Cockpit
Voice Recorder circuit breaker.
Do not deactivate the Cockpit Voice Recorder in flight.
Do not make any statements to the public or press. Refer all questions
to Corporate Communications.
Refer to the FOM for checklists and report submission requirements.
There are checklists in FOM Chapter 10 you never want to run, but
need to know about anyway:
Post-Emergency checklist
Post-Diversion checklist
Post-Accident checklist
Post-Incident/Irregularity checklist
Dave Collett
October 31, 2015
AS4 2.20
F 10.3.03
F 10.3.08
F 10.3.05
F 103.09
F 10.1.07
F 10.2.05
F 10.3.03
F 10.3.08
101
Pre-Departure Clearance
Flights are limited to one Pre-Departure Clearance (PDC) within a

24-hour period per airport. Any revisions or modifications to the
clearance will void the PDC and require the crew to contact ATC for
a full route read back.
If all pilots leave the cockpit after the Preflight checklist, the entire
checklist must be re-accomplished.
Procedure Turns are not required when:
receiving radar vectors to final approach
flying a NoPT routing
cleared for a straight-in approach
cleared for approach from a holding pattern with the holding fix
collocated with the FAF and the holding course aligned with the
final approach course
AS3 6.04
Entry Airspeed
Maneuvering speed or holding speed, but not greater than 200 kts.
AS3 6.05
Course Reversal
The method of course reversal is normally left to the pilot, but some
procedure turns are specified as procedure tracks and the turns must
be flown exactly as depicted.
Turn Direction
Same as a holding pattern entry. Max angle for teardrop is 30.

If an entry turn in the shorter direction places the aircraft on the nonmaneuvering side, correct back to the procedure turn course using an
intercept angle of at least 20 degrees.
If the inbound course is intercepted outbound, maintain course and
turn inbound on the maneuvering side.
Proceeding Outbound
Use timing, DME, etc. to remain within the published distance.

If timing, start timing outbound abeam the procedure turn fix or after
completing the outbound turn if abeam cannot be determined.
Descent
Descend from the procedure turn fix altitude when outbound abeam
the procedure turn fix or after completing the outbound turn if the
abeam point cannot be determined.
Descend from the procedure turn altitude or any altitude past the IAF
when established on the appropriate published segment of the
approach.
45/180 Procedure Turn
Intercept and maintain the outbound track as soon as possible after

passing the procedure turn fix.
To make the course reversal, fly outbound on the 45 leg for
45 seconds before turning inbound. Make the 180 turn back
inbound as depicted.
Descend as necessary on the outbound track to the specified altitude. If
further descent is necessary after the inbound turn, do not descend
until established on the inbound track, which is defined as within
half scale deflection on an ILS or VOR and within 5 on an NDB.
Do not exceed normal descent rates.
To prevent damage, do not hold or turn the nosewheel tiller and do not
use the brakes to stop the airplane during pushback or towing.
The Pushback checklist must be completed prior to aircraft movement.
Pilots should not release brakes to remove stuck chocks until pushback
clearance has been granted.
Preflight Checklist
Procedure Turns (US)
Pushback
Pushback Checklist
Pushback Stuck Chocks
Dave Collett
October 31, 2015
F 5.3.39
NP 11.03
AS3 6.06
NP 20.49
NP 20.48
F 6.1.04
102
Pushback Without Tug

Communications
Quantities on Postflight
Quantities on Preflight
Radar Contact
Radio and Baro Bugs
CAT I ILS
CAT II
CAT II RA Not Auth
CAT III
Straight-In Non-ILS
Circling
Visual
Radio Management
Rain, Hail or Sleet
Rain, Hail or Sleet
Ram Air Turbine
Ram Air Turbine
If the interphone communications are inop, the Captain and ramp

agent will conduct a face-to-face review of hand signals to be used.
If the Captain requires an emergency stop he should flash the taxi light
repeatedly until the aircraft comes to a complete stop.
Make a logbook write up and contact maintenance if:
oxygen pressure is less than 1,000 psi
oil quantity is less than 8 quarts
a hydraulic quantity RF is displayed
The minimum oxygen pressure is 1,000 psi.
The minimum hydraulic quantity is no RF displayed.
The minimum oil quantity recommended for start is 17 quarts. If oil
quantity is less than 17 quarts, verify 8 quarts minimum after engine
warm up at idle. Dispatch approval is required if oil quantity is less
than 8 quarts after engine warm up.
Radar contact on departure does not mean the controller is providing
obstacle clearance. Obstacle clearance begins when the controller
starts giving navigational guidance.
F 6.1.01
NP 20.84
NP 20.03
AIM
5-2-8 c2
NOI 3.25
Baro at published DA, Radio off

Baro at field elevation, Radio at published RA
Baro at published DA, Radio off
Baro at field elevation, Radio at 50 feet
Baro at published DA, DDA or MDA, Radio off
Baro at higher of published MDA or field elevation + 1,000', Radio off
Baro at published mins for the approach used to back up the visual
approach. Set field elevation if no approach is available. Radio off.
VHF L should normally be used for ATC.
VHF R should normally be used for ramp control, operations or other
Company communications. When not used for ramp or Company
communications, a listening watch on 121.5 should be maintained.
VHF C should normally be used for ACARS datalink.
The First Officer should clearly communicate to the Captain the radio
being used to receive taxi instructions.
Avoid thunderstorms, hail, and visible moisture over storm cells.
Moderate to heavy rain, hail or sleet should be avoided to the
maximum extent possible.
Place the Engine Start Selectors to CONT when flight in or near heavy
rain or hail is encountered or anticipated.
Flight into moderate to heavy rain, hail, or sleet could adversely affect
engine operations and should be avoided whenever possible. If
moderate to heavy rain, hail, or sleet is encountered, reducing
airspeed can reduce overall precipitation intake. Also, maintaining
an increased minimum thrust setting can improve engine tolerance to
precipitation intake, provide additional stall margin, and reduce the
possibility of engine instability or thrust loss.
Deploys automatically inflight if both engines fail.
Automatic deployment is inhibited on the ground, but manual
deployment is possible.
Powers the flight control portion of the center hydraulic system only.
Requires airspeed above 130 kts to maintain aircraft control.
The Ram Air Turbine switch will deploy the ram air turbine inflight
and may deploy it on the ground. (Dont touch the switch on the
ground. You could kill somebody.)
Dave Collett
October 31, 2015
NP 12.02
SP 16.39
T 1.50
II
NP 20.23
103
Ramp Inspection
Raw Data
Raw Data
Raw Data
Recirc Fans
Reverse Thrust
Reverse Thrust
Ramp inspection can occur at any airport and must be complied with.
The location of various aircraft forms and licenses is listed in FOM
Chapter 6.
If a report of the inspection is received, give it to your Chief Pilot. If
no report is received, file an FCR to document it.
GPS aircraft are not required to monitor raw data.
If the airplane does not have GPS or if the GPS is inoperative, one
pilot must manually tune NAVAIDS to confirm the proper inbound
or outbound track prior to operating below the Grid MORA at an
airport in a mountainous area. After confirmation, both pilots may
return to FMS map mode. If, however, the airport is an SAQ airport,
one pilot must continually monitor raw data while below the Grid
MORA if possible.
On ILS-DME approaches, one pilot must select ILS or APP (not Map)
on his EFIS control panel to display DME from the localizer on the
RDMI.
To monitor raw data on a VOR approach, select Manual on the VOR
control panel and tune the correct VOR frequency. This prevents the
FMS from auto-tuning the VOR to another station. You can then
monitor raw data with either the RDMI or on the HSI with VOR
selected on the EFIS control panel.
For DME distances to a VOR station, it is also necessary to select
Manual on the VOR control panel and manually tune the VOR
frequency to force the appropriate DME to the RDMI and prevent
the VOR from auto-tuning to another station.
Selecting Manual on the VOR panel will cause the tuned VOR station
and the selected course to be displayed on the HSI map. Be aware
this is not raw data. Its just a computer-generated display based on
FMS position. If the FMS position is wrong, the display will be
wrong. To actually check raw data, use the RDMI or select VOR
mode and dial in the desired course.
On NDB approaches, make sure the NDB is tuned and the left
VOR/ADF selector on the RDMI is in ADF.
On all non-RNAV approaches pilots must monitor applicable raw data
to determine course guidance and FMS map validity at the FAF.
one pilot must display raw data associated with the approach
localizer course deviation may be monitored on the ADI
VOR or NDB course raw data may be monitored on the RDMI
For non-ILS or ILS-G/S Out approaches, raw data monitoring of the
MAP is not required due to the accuracy of GPS or FMC
positioning.
During hot weather the recirc fans have a negative effect on passenger
comfort because they introduce hot air from around the cargo
compartments to the mix manifold. Turn the recirc fan(s) off during
hot weather. (But do not turn off the left recirc fan on the 757.)
Movement of the reverse thrust lever could result in operation of the
engine thrust reverser even with the engine shut down.
Warning: After reverse thrust is initiated, a full stop landing must be
made.
Initiate movement toward reverse idle by 80 knots and reach the
reverse idle detent prior to taxi speed. The PM should call 80
knots.
Stow the thrust reversers after the engines have decelerated to idle.
Dave Collett
October 31, 2015
F 6.1.08
AS6 2.01
GS
T 5.028
T 5.030
SP 16.37
NP 20.30
NP 20.78
104
Reverse Thrust
Reverse Thrust and Speedbrakes
RNAV (RNP) Approaches
RNAV Approaches
RNAV Approaches
RNAV Departure
After reverse thrust is initiated following touchdown, a full stop

landing must be made. If an engine stays in reverse, safe flight is not
possible.
Reverse thrust and speedbrake drag are most effective during the highspeed portion of the landing. Deploy speedbrakes and activate
reverse thrust with as little delay as possible.
During RNAV (RNP) operations, crews may experience occasional
momentary Caution-level terrain alerts. If these alerts are of short
duration and have ceased, crews should verify they are on the correct
path and consider continuing the approach in LNAV and VNAV.
The risks of terrain contact during the terrain avoidance maneuver
may be higher than continuing on the required track.
Warning-level terrain alerts (Pull Up!) always require immediate
action. The most appropriate action depends on where the terrain
avoidance maneuver is initiated.
LNAV/VNAV navigation is normally used to fly RNAV approaches.
Unless specifically stated otherwise, RNAV approaches require the
use of GPS. The following limitations and provisions apply:
RNAV approach capability must be authorized in the AOM
the approach must be line selectable from the database
waypoints between the PFAF/FAF/FAP and the RWY may not be
modified or manually re-entered, except for speed changes
required to comply with ATC clearances
the autopilot is required whenever the reported weather is less than
a 1000 foot ceiling or 3 miles visibility
an RNP value of 1.0 (or less) must be used for the initial and
missed approach segments
an RNP value of 0.3 must be used for the final approach segment
for RNAV(GPS) approaches
the published RNP value must be used for the final approach
segment of RNAV(RNP) approaches but may not be lower than
the RNP authorized for the aircraft
if VNAV is used the altimeter setting must be from the local
facility. Remote altimetry is not authorized.
unless in VMC, a missed approach must be executed if the ANP
becomes greater than the RNP (e.g. Unable RNP message)
Delta aircraft may not use LPV minimums for RNAV (GPS) or
RNAV (GNSS) approaches.
The lowest RNP for RNAV (RNP) approaches at the destination for
the 757/767 is RNP 0.15 with the autopilot and RNP 0.28 with the
flight director. At the alternate, the lowest RNP is RNP 0.30.
The autopilot is recommended for RNAV departures, strict noise
abatement departures, and other departure procedures where ground
track is critical.
Dave Collett
October 31, 2015
T 5.110
T 6.24
T 7.16
AO3 4.10
AO3 4.11
GS
105
RNAV Departure
RNAV Departure
RNAV ILS
Ensure any critical DMEs identified in the procedure are operative

unless the aircraft has GPS. Critical DMEs are not required if GPS is
operative.
If GPS is inoperative and the autothrottle or N1/EPR switch is inop,
consider a Fast Realignment of the IRSs immediately prior to
pushback.
SP 11.37
All Non-GPS Airplanes (GPS inop or not installed)

when approaching the departure runway, check aircraft position
versus runway position on the HSI 10 nm scale
if the autothrottles or N1/EPR switch are inop, the FMS will not
update the aircrafts position to the landing runway threshold. In
this case, verify the aircraft symbol is in close proximity to the
departure end of the runway symbol with the HSI in the 10 nm
scale. Do not use LNAV for departure if the FMS position is
incorrect.
if the aircraft map position is greater than 1,000 feet from the
actual runway takeoff position or cannot be determined, do not
accept an RNAV departure and request radar vectors to the first fix
the FMS will begin searching for suitable radio updates after the
aircraft reaches 100 knots on takeoff roll
SP 11.38
If the departure procedure requires an LNAV track from the runway,

arm LNAV before takeoff.
Listen carefully to the takeoff clearance. Delta 1234, cleared for
takeoff is the standard clearance to fly the published RNAV SID
assigned by Clearance Delivery or on the PDC. If not cleared for the
RNAV departure, the takeoff clearance will include a heading to fly
or some other clearance. (At some airports, the takeoff clearance for
an RNAV departure will include the first RNAV fix, e.g. Delta
1234, RNAV to FUTBL, runway 27R, cleared for takeoff).
Use of the autopilot is highly encouraged. Engage it at 1,000' AFE
after VNAV and Climb Power are engaged.
Expect the FMS to use turn anticipation for fly-by waypoints
(waypoints on the chart without a circle around them).
RNAV SIDs and STARs are based on maintaining path accuracy
within 0.5 nm. On the HSI 10 nm scale, the base of the airplane
symbol is approximately 1 nm across and pilots may use the airplane
symbol or the Progress page to adhere to the path.
When hand-flying, the flight director may command an overshoot
during turns on an RNAV departure leading to a flight path
deviation. Either engage the autopilot (it wont overshoot) or
disregard the flight director command bars and overlay the trend
vector on the HSI path to accurately fly the route. (Put the noodle
on the magenta line.)
All aircraft authorized. Some ILS approaches which may use RNAV
transitions may contain RNAV in the title. In these cases, where the
final approach guidance is provided by ILS, provisions and
limitations related to using RNAV in the terminal area apply, but
restrictions related to RNAV approaches are not applicable.
SP 11.39
Dave Collett
October 31, 2015
SP 11.39
AO3 4.01
106
RNAV PRAIM
RNAV PRAIM
RNAV PRAIM
RNAV RNP
Rudder Effectiveness
Rudder Effectiveness
Rudder Pedal Adjustment
Runway Change
Runway Change
Runway Definitions
Runway Dependent STAR
A flight may be dispatched to conduct GPS approaches at the

destination or the alternate, but not both.
When dispatched to a GPS approach at either the destination or the
alternate, Flight Control must accomplish a PRAIM analysis and
indicate on the flight plan that RNAV approaches are okay during
the specified time period.
PRAIM is required to dispatch to any GPS-based or GPS overlay of a
non-precision approach.
When dispatched to a GPS-required or GPS overlay approach, the
dispatcher will add a flight plan remark regarding satellite coverage
gaps.
PRAIM predictions are very reliable so do not expect to fly an RNAV
approach during forecast PRAIM satellite coverage gaps. Holding
until ANP is within limits, flying a different approach or diverting to
another airport may be required.
PRAIM is not required for dispatch to RNAV departures or arrivals.
If dispatch is predicated on the requirement to fly an RNAV (RNP)
approach at the destination, a PRAIM report will be included in the
Dispatcher Remarks section of the flight plan referencing expected
satellite coverage at the planned arrival time.
PRAIM is a dispatch requirement only. An RNAV (RNP) approach
may be initiated as long as the ANP is less than the required
approach RNP.
Crew entry of an RNP will prevent automatic RNP changes until the
crew deletes the RNP entry.
This applies when setting RNP for an ocean crossing and also on
RNAV approaches. If an RNP is manually set prior to the approach
(e.g. 0.3 or 0.15), that value will stay in the FMS until deleted. The
FMS will not automatically change to the correct RNP for the
missed approach, which is probably higher than the approach RNP.
The rudder becomes effective at between 40 and 60 knots on takeoff.
Rudder control is effective to approximately 60 knots on landing.
Adjust the rudder pedals to permit full rudder pedal travel and full
brake application at the same time.
If a runway change is required prior to takeoff, do not just type the
new runway into the Runway line on the Route page. Always select
the runway and departure procedure from the DEP/ARR page
instead.
A indicates items on the checklists that should be considered for reaccomplishment in the event of a runway, intersection, departure,
performance data or approach change, or go-around.
If the landing runway is changed and the Captain determines the
runway change can be accomplished visually, the runway change
items may be waived.
A dry runway is a runway that is dry and the visibility is
RVR 4000/ sm or greater.
A wet runway is a runway that is wet or the visibility is less than
RVR 4000/ sm.
A short runway is a runway less than 7,000 feet for 757-300 and 767
aircraft or less than 6,000 feet for 757-200 aircraft.
Runway Dependent STARs require the pilot to select a specific
runway in order for the FMC to properly load the entire STAR.
The entire loading procedure must be re-accomplished if the runway
or arrival changes to prevent an incorrect routing or inadequate
obstacle clearance.
Dave Collett
October 31, 2015
AO3 1.08
AO3 2.05
T 5.036
T 5.066
T 3.03
T 6.24
NP 20.39
GS
NP 11.06
NP 11.07
F 5.1.1
SP 11.24
107
Runway Edge Lights
Runway Entry
Runway Field Lengths
Runway for Dispatch

Runway for Dispatch
Runway Heading
Runway Snow or Ice
Runway Snow Plowing
Runway Width
RVSM
Sand or Dust
Seat Belt and No Smoking Signs
Seat Belt Sign

Seat Belts
Secure Checklist
Runway edge lights are required for all takeoff and landing operations:
between sunset and sunrise (night)
between sunrise and sunset (day) when the visibility is reported
less than 2 statute miles
Prior to crossing a runway hold short line to either takeoff from or
cross a runway, both crewmembers should confirm their position by
comparing taxiway and runway identification signs to the taxi chart.
The FAR dry landing field length is the actual landing distance from
50 feet over the threshold plus an additional 40%. The landing
distance is based on max braking, speedbrakes extended and no
reverse thrust.
The FAR wet landing field length is the FAR dry landing field length
plus another 15%.
Flights are normally dispatched to land on the longest runway
available at the destination under FAR wet runway conditions and no
wind. Exceptions will be noted on both the WDR and the flight plan.
Unless there is guidance on the Delta Special Pages, the Captain must
discuss operation to a short runway with the dispatcher prior to
dispatch and agree on specific runway use. There is a list of items to
discuss in the FOM.
Magnetic heading of the runway centerline, not the runway number.
If there is snow or ice on the runway, no flight may take off or land
without a current field condition report or braking action report.
Takeoff on runways that have been plowed is authorized provided the
runway is plowed at least 50 feet on both sides of the centerline and
snow or ice outside the plowed area but within 75 feet of the
centerline is no more than 6 inches high.
The minimum runway width is 148 feet (45 meters).
In oceanic airspace, limit climbs and descents to 1,000 fpm when
within 5 nm and +/- 2,000 feet of another aircraft
There are extensive procedures in SP 16 for operations in a sandy or
dusty environment such as during a haboob in Phoenix.
Flight attendants are required to begin cabin service preparations at
10,000 feet AFE (after the No Smoking chime and usually before the
seat belt sign is turned off) unless the Captain has informed them to
remain seated until advised.
A pilot will make a PA when the seat belt sign is turned on.
When encountering or anticipating moderate or severe turbulence,
direct the flight attendants to discontinue cabin service and be
seated.
If the seat belt sign is turned on in flight, the flight attendants should
be notified if it is necessary for them to be seated.
A customer service PA should be made if the flight attendants are
required to remain seated for an extended period.
When the seat belt sign is turned off for the first time, the Captain
must make a PA advising passengers to keep seat belts fastened
while seated.
Delta requires passengers to keep their seat belts fastened while seated
and prior to and during all ground movement, takeoffs and landings.
After coordinating with local maintenance or operations, accomplish
the Secure checklist only when the aircraft is to remain for two hours
or more.
Perform a post flight walk around if at a limited or non-maintenance
station.
Dave Collett
October 31, 2015
AO3 1.10
NP 20.64
F 5.1.02
F 5.1.01
F 5.1.02
AIM PCG
F 5.1.03
F 5.1.03
F 5.1.03
AS2 1.03
SP 16.41
F 3.3.07
F 3.3.08
NP 20.67
F 3.4.12
NP 20.86
108
Sequenced Flashers
Sidestep Approaches
Single-Engine Taxi
Single-Engine Taxi
SMGCS
Smoke, Fire or Fumes
Smoke, Fire or Fumes
Smoke, Fume or Odor Events

Smoking
Special VFR
Sequenced flashers are not required for any domestic approach but
may be required in some foreign countries for some approaches.
The landing runway must not be more than 1,200 feet from the
approach runway.
If the sidestep is a published instrument approach procedure there will
be weather minimums on the approach plate.
If the sidestep is an informal maneuver it must be conducted in VMC
and with the agreement of both ATC and the aircrew.
Anytime an aircraft is flying an instrument approach in IMC and plans
to land on another runway it is considered a circling approach unless
sidestep minimums are published for the runway of intended
landing.
As a technique:
all 757s can be taxied on single engine at all gross weights
domestic 767s with GE engines can be taxied on single engine at
gross weights under 300,000 pounds
domestic 767s with P&W engines can be taxied on single engine at
gross weights under 390,000 pounds
all 767ERs can be taxied on single engine at gross weights under
390,000 pounds
Taxi on single engine unless operational necessity dictates otherwise.
Normally taxi out for takeoff on the left engine in a 757 and on the
right engine in a 767, although using the opposite engine is
permitted.
After landing and engine cool down, normally shut down the left
engine on a 757 and either engine on a 767.
Some procedures may take effect at RVR 1200 even though a SMGCS
chart is only required below RVR 500.
The SMGCS chart, if available, should be referenced for any CAT III
approach and for any taxi out for takeoff when the visibility is
reported below RVR 1200.
If the visibility is below RVR 500, the ATIS will state that low
visibility procedures are in progress and pilots will notify ATC of
their approach minima.
Unless the smoke, fire or fumes is associated with an annunciated
checklist (e.g. Cargo Fire), always start with the Smoke, Fire or
Fumes checklist. Complete the Smoke or Fumes Removal checklist
only when directed by the Smoke, Fire or Fumes checklist or if the
smoke or fumes become the greatest threat.
It must be stressed that for smoke that continues or a fire that cannot
be positively confirmed to be completely extinguished, the earliest
possible descent, landing and evacuation must be accomplished.
If a smoke, fire or fumes situation becomes uncontrollable, the flight
crew should consider an immediate landing. Immediate landing
implies immediate diversion to a runway, however, in a severe
situation, the flight crew should consider an overweight landing, a
tailwind landing, an off-airport landing, or a ditching.
To assist maintenance following a smoke, fume or odor event,
complete the questionnaire in the logbook in addition to making a
logbook write up. Leave the questionnaire in the logbook.
Smoking, smokeless tobacco and electronic, simulated smoking
materials are prohibited on all flights except that smokeless tobacco
is allowed on charter flights. (Baseball players?)
Special VFR, including Local Conditions, is not authorized.
Dave Collett
October 31, 2015
AO3 4.13
AO3 4.16
AS3 6.15
GS
NP 20.50
NP 20.81
AS3 5.01
Q 8.10
Q NNCI 1.3
F 10.3.14
F 7.1.06
AS3 4.03
109
Special Winter Operations

Airports (SWOA)
Speed Intervention
Speed Intervention
Speed Mode
Speed on Pitch Modes
Speed Reduction
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Certain airports are designated as Special Winter Operations Airports

(SWOA) and have additional restrictions when snow, ice or slush is
on the runway or if freezing precipitation is falling and
accumulating. These airports are identified on the flight plan and on
the Delta Special Pages. Refer to the Airway Manual Chapter 4 for
procedures.
The FMC does not use the speed set on the MCP for fuel or ETA
predictions so FMC predictions are not accurate if speed intervention
is used for an extended period of time (e.g. during cruise).
Speed Intervention may cause a loss of VNAV PATH during descent,
resulting in a violation of a crossing restriction altitude.
In some cases, selecting SPD mode will result in the Vertical Speed
window opening and a possible climb or descent away from the
selected altitude.
The following four modes are Speed on Pitch modes:
Takeoff
Flight Level Change
VNAV Speed
Go-Around
In these four modes, pitch controls airspeed and the throttles control
pitch, which is different from how we normally think about flying.
In these modes, the autothrottles will not correct for fast or slow
airspeeds if the pilot does not follow the flight director pitch bar. For
example, if you fly above the pitch bar while climbing in Flight
Level Change, the airspeed will get slow and the autothrottles will
not increase power to speed up and you could eventually stall. If you
fly below the pitch bar, the autothrottles will not reduce power and
you could overspeed flaps or even the airplane. Takeoff and VNAV
Speed are similar.
Go-Around mode is a little different because the autothrottles are
programed to provide at least a 2,000 fpm climb. If you fly below
the pitch bar on a go-around or attempt to level off at any altitude
prior to altitude capture, the autothrottles will sense less than a 2,000
fpm climb and increase power to obtain it. Airspeed will increase
very rapidly which can easily lead to an overspeed.
In level flight at average gross weights, the airplane can slow
approximately 10 knots per nautical mile of distance traveled. For
example, it takes approximately 5 nm to lose 50 knots. Speedbrakes
reduces that distance by about 30%.
Arming the speedbrake prior to landing is required by the checklist
unless directed otherwise by an abnormal procedure.
On blended winglet airplanes, speedbrakes will autostow to the 50%
flight detent if airspeed exceeds 330 knots (757) or 320 knots (767).
Do not override the autostow function unless airspeed is less than
325 knots (757) or 315 knots (767).
Do not deploy speedbrakes manually until the nosewheel is on the
ground. Deploying speedbrakes manually before nosewheel
touchdown may cause a pronounced nose pitch up, increasing the
likelihood of a tail strike.
The PF should keep his hand on the speedbrake lever when the
speedbrakes are used inflight.
To avoid buffeting, use of speedbrakes with flaps greater than 5 should
be avoided.
Dave Collett
October 31, 2015
AO4 2.04
II
SP 4.03
SP 4.05
GS
T 4.26
NP 20.75
Q 2.02
Q 9.04
T 4.27
T 4.27
110
Speedbrakes
Speedbrakes
Speedbrakes
Speedbrakes
Spring-Loaded Latch
Stalled Condition
Standby Power
Standby Power
Standby Power
Standby Power Check
Use caution when retracting the speedbrakes close to Vmo/Mmo or a

flap limit speed. The airplane will accelerate during retraction and
may overspeed the airframe or flaps. Retract the speedbrakes very
slowly or, preferably, slow down first and then retract them.
Additionally, use caution when retracting the speedbrakes close to
Vmo/Mmo during altitude capture. Reduce speed prior to altitude
capture or wait until after altitude capture to reduce speed and then
stow the speedbrakes.
If higher than idle thrust is maintained through initial touchdown on
landing, automatic speedbrake deployment may be disabled even
when the speedbrakes are armed.
Unless speedbrakes are raised after touchdown, braking effectiveness
may be reduced initially as much as 60% since very little weight is
on the wheels and brake application may cause rapid anti-skid
modulation.
When Auto speedbrakes are used for landing, speedbrake deployment
will occur while the nosewheel is lowered to the runway with little
adverse pitch effects. (Not true for manual speedbrake deployment.)
Speedbrake deployment is initiated immediately after main landing
gear tilt sensors transition to ground mode and the thrust levers are
near idle. On the 757, deployment of four outboard spoiler panels is
delayed momentarily to reduce nose pitch up.
A bronze-colored spring-loaded safety latch is required for galley carts
in the aft galley that could roll down the aisle if not restrained.
A stalled condition can exist at any attitude and may be recognized by
one or more of the following:
stall warning
buffeting, which could be heavy
lack of pitch authority and/or roll control
inability to arrest descent rate
Consider that a normal descent from cruise altitude takes about 25
minutes and most aircraft batteries will only last about 30 minutes
(90 minutes on some airplanes) after an electrical failure. An
expeditious descent and divert might be wise.
If the airplane is on Standby power, all the CRT screens will be blank.
(Nobody can watch TV.) If any ADI or HSI is powered (If
anybody can watch TV), the airplane is not on Standby power.
Flight beyond 30 minutes on Standby Power (battery power) will
result in complete loss of electrical power.
On the 767, complete loss of electrical power will result in the
inability to extend the landing gear and flaps.
All 757-300s, all 767ERs, some 757s, and some 767s have an HDG
installed to prevent operating on Standby Power.
Required prior to the first flight of the day.
The aircraft must be on the ground with all busses powered.
Standby Power Selector BAT
Observe the battery DISCH light (APU BAT DISCH and MAIN
BAT DISCH lights on some aircraft) illuminates and the standby
power OFF light remains extinguished
Standby Power Selector AUTO
Observe the battery DISCH light (APU BAT DISCH and MAIN
BAT DISCH lights on some aircraft) extinguishes and the standby
power OFF light remains extinguished
Dave Collett
October 31, 2015
T 4.27
T 6.22
T 6.23
T 6.23
GS
T 7.10
GS
GS
Q 6.04
Differences
SP 6.06
111
Sterile Cockpit
Stop Bar
Strategic Lateral Offset
Procedure (SLOP)
Tactical Cost Index
Tactical Cost Index
Tail Strike
Tail Strike
Tail Strike
Takeoff
Takeoff
Crewmembers will only conduct activities related to the safe operation

of the aircraft during critical phases of flight (pushback, taxi, takeoff,
landing and flight below 10,000' AFE).
When the aircraft is stopped during taxi, PAs promoting public
relations are permissible.
At no time will a pilot cross an illuminated red stop bar.
Not all airlines are capable of flying offsets. Therefore, pilots flying
oceanic airways, tracks or random routes are strongly encouraged to
fly lateral offsets of either 1 nm or 2 nm right of centerline if
possible.
Always offset in the African theater.
Pilots should offset in the South American theater (south of 8 N).
Offset in WATRS airspace except on airway M-201 between BAHAA
and PAEPR and on airway L-453 between PAEPR and AZEZU.
Offsets are not authorized on these routes.
Report TCIFAST, TCISLOW or TCINONE in the remarks section of
the In-Range report on every flight.
A speed-up TCI will only be used if the flight is less than 60 minutes
late.
Once airborne, crews will determine the appropriate cost index to
adjust estimated ON time into the target landing window. On flights
over 6 hours, crews should provide the dispatcher with the new cost
index as soon as practical. Dispatchers should use the new cost index
for subsequent in-flight revisions and redispatch calculations.
Dispatchers should query the crew if there is reason to believe the
flight is operating at a cost index other than on the original flight
plan.
Tips to avoid tail strikes:
use Flaps 25 for landing. On the 767, Flaps 25 requires a lower
pitch attitude at touchdown.
reduce thrust slower on GE engines. GE engines spool down faster,
so reduce thrust slower.
lower the nosewheel to the runway. On the 767, the nose tends to
pitch up after touchdown, so be ready to counteract and fly the
nosewheel to the runway.
do not manually deploy the speedbrakes until after the nosewheel
is on the ground. Manually extending speedbrakes may cause a
pronounced nose-up pitch so wait until the nosewheel is on the
runway.
Do not pressurize the airplane after a tail strike due to possible
structural damage.
The most common cause of a tail strike is an unstabilized approach.
The second most common cause is an extended flare.
Trimming in the flare may contribute to a tail strike.
Mishandling crosswinds increases the chance of a tail strike.
Go-Arounds initiated very late in the approach, such as during the
landing flare or after touching down, are a common cause of tail
strikes.
A static takeoff is required whenever the visibility is below RVR
1600. The Captain must make this takeoff. (RVR 1600 is the lowest
allowable First Officer takeoff.)
After takeoff thrust is set, the Captains hand must remain on the
thrust levers until V1.
Dave Collett
October 31, 2015
F 3.2.09
AS3 5.03
AO2 2.06
F 3.4.16
F 5.4.09
GS
Q 0.28
T 6.08
T 6.09
T 6.10
AO3 3.02
NP 20.65
112
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff (757)
Takeoff Configuration Warning
When a Special Takeoff (Close-In/ICAO NADP 1) noise abatement

takeoff is planned, enter 3000 on the ACCEL HT line on Takeoff
page 2 in the FMS.
A standing takeoff is required whenever engine anti-ice is on and the
OAT is 3C or below.
A rolling takeoff while setting takeoff thrust is recommended (unless a
static or standing takeoff is required) because it expedites takeoff
and reduces the risk of foreign object damage or engine surge or stall
due to a tailwind or crosswind. The change in takeoff roll due to a
rolling takeoff is negligible compared to a standing takeoff.
During takeoff in headwinds of 20 knots or greater, Throttle Hold may
be reached before the autothrottles can make final thrust
adjustments. In that case, set required takeoff power manually.
Rolling Takeoff: maintain normal taxi speed while entering the
runway. When the airplane is aligned with the centerline, release the
nosewheel tiller and apply thrust. There is no need to stop.
Static Takeoff: stop the airplane aligned with the centerline, release
the nosewheel tiller, release brakes and apply thrust. There is no
need to hold the brakes while applying thrust. This satisfies the
requirement for a static takeoff during low visibility.
Standing Takeoff: align the airplane with the centerline, release the
nosewheel tiller and hold the brakes while advancing power to at
least 60% N1. When the engines are stabilized, release brakes and
promptly advance thrust levers to takeoff thrust. A standing takeoff
is required with engine anti-ice is on and the OAT is 3C or below.
To prevent engine surge, a rolling takeoff is strongly advised when
crosswinds exceed 20 knots or tailwinds exceed 10 knots.
For takeoff in gusty winds or strong crosswinds, use of a higher thrust
setting than the minimum required is recommended.
When the prevailing wind is at or near 90 to the runway, the
possibility of a wind shift to a tailwind during rotation or liftoff
increases. During this condition, consider using a thrust setting close
to or at maximum takeoff thrust.
When an immediate turn after takeoff is necessary, the desired heading
may be preset on the MCP before takeoff.
Presetting the heading for a turn of more than 180 and then selecting
Heading Select, will cause the autoflight system to command a turn
in the shortest direction, which may be contrary to the ATC
clearance.
For an immediate turn after takeoff, maintain initial climb speed with
takeoff flaps while maneuvering. Follow AFDS bank limits.
On a Flaps 5 takeoff, the nose (yoke) will feel heavy. Not true at other
takeoff flap settings on the 757 or at any takeoff flap setting on the
767.
During the Takeoff Configuration Test, the only EICAS messages
should be for flaps and possibly the parking brake if it is set.
Unnecessary RTOs have occurred because the speedbrake lever was
slightly out of the detent and triggered the warning on takeoff roll. A
proper test would have caught that during preflight.
On the 757-200, Flaps 1 is a Boeing-allowed takeoff flap position, but
Delta does not use it for takeoff. Therefore, if the flaps are
inadvertently set to Flaps 1 on a 757-200, you will not get a Takeoff
Configuration Warning on takeoff. Use caution.
Dave Collett
October 31, 2015
SP 11.46
SP 16.09
T 3.01
T 3.02
T 3.02
T 3.09
T 3.10
T 3.36
T 3.39
T 3.04
GS
II
113
Takeoff Minimums
Takeoff Minimums
Takeoff Profile
Takeoff Trim
TAT Probes
Taxi
Taxi
Taxi Light
Taxi Speed
TCAS Test
Terminating Flights
Throttle Hold
Thunderstorms
The Takeoff Configuration Warning will be activated when advancing

power and:
flaps are not in a takeoff position, or
speedbrakes are not down, or
(4 items)
the stabilizer set greater than the green band, or
the parking brake is set
Only apply takeoff minima as low as published on the airport page
unless authorized by NOTAM or a flight plan remark.
Standard takeoff minimums are RVR 5000 (1500 m) or 1 statute mile
(1600 m).
Use of Company climb performance data on a Normal Takeoff Profile
(Distant/ICAO NADP 2) ensures compliance with Class C and D
airspace speed restrictions.
FMS trim data may be used if within 0.2 units of the WDR value.
TAT probes are aspirated with bleed air from the engines, APU or
ground external air (huffer air, not conditioned air). During hot
weather operations, the FMS may not accept an assumed
temperature derate if bleed air is not available due to high TAT
probe temperatures. In that case, delay selecting an assumed
temperature derate until after bleed air is applied.
If more than 80% N2 is necessary, ensure the area behind the aircraft
is clear.
Differential braking and braking while turning should be avoided
under normal circumstances.
Avoid stopping the airplane in a turn because excessive thrust is
required to start taxiing again.
Some 757s do not have a taxi light. Use the nose landing light instead.
Approximately 20 knots, adjusted for conditions.
On long, straight taxi routes, speeds up to 30 knots are acceptable, but
use caution with the nosewheel tiller at speeds above 20 knots to
avoid over controlling the nosewheel.
Speed should be reduced when approaching a turn. On a dry surface,
use approximately 10 knots for turn angles greater than those
typically used for high-speed runway turnoffs.
IRUs must be aligned and in Nav mode for a TCAS test.
On terminating flights, flight crews should run the Secure checklist
and shut down the APU. Leave the Logo light on. A terminating
flight is defined as the aircraft remaining at the gate more than 2
hours from block-in to block-out time. If ground power is not
available, the crew will leave a dark aircraft.
The only way to break Throttle Hold and engage the autothrottles after
takeoff is to push a button on the TMSP. We normally press the
Climb Power button at 1,000' AFE.
If thunderstorms are approaching the intended runway of use or the
assigned departure or arrival, the Captain shall assess the potential
for encountering the threats associated with convective activity.
These threats include:
potential for or reports of shifting and gusting winds
possible windshear
heavy rain or hail
roll clouds from underneath an area or line of thunderstorms
cloud-to-cloud or cloud-to-ground lightning
tornado or tornado warning
Dave Collett
October 31, 2015
SP 15.05
AO3 3.01
AO3 3.01
T 3.39
NP 20.56
SP 16.37
T 2.06
T 2.08
T 2.10
NP 12.10
T 2.08
SP 15.06
F 3.4.02
GS
AO4 2.01
114
Thunderstorms
Tire Failure
Tire Failure (757)
Touchdown Zone Elevation

Transponder Codes
Emergency
Radio Failure
Unlawful Interference
Oceanic
Transponder Source Selector
Troubleshooting
Turbulence
Do not operate through an area of thunderstorms unless separations

between individual thunderstorm cells are at least:
5 miles if below 10,000 feet
10 miles if between 10,000 and 25,000 feet
20 miles if at or above 25,000 feet
Avoid flying directly over the top of a thunderstorm cell within 5,000
feet of the radar return.
When possible, detour between the cells of a squall line rather than
over them.
Visual observation is the most reliable way to determine storm height.
Airborne radar is usually unable to detect thunderstorm tops which
are made up of water vapor and ice crystals.
Deviate upwind when possible.
Turbulence can be expected downwind from the storm 1 nm for each
knot of wind at altitude.
To avoid hail, do not fly under the anvil or in cirrus or cirrostratus
layers downwind of the storm top.
Hail has been encountered as much as 20 miles downwind from large
thunderstorms.
Consider continuing to the destination unless there is evidence that
other damage has occurred such as abnormal engine indications,
engine vibration or loss of hydraulic pressure or quantity.
Continuing to the destination ensures a lighter landing weight and
allows the crew to plan and coordinate the arrival and landing when
workload is low.
Advise ATC of possible tire remnants on the departure runway.
Loss of two aft main gear tires on the 757-200 or the 757-300 may
cause the aircraft air/ground sensing system to remain in the air
mode causing loss of thrust reversers and the need to manually
deploy the speedbrakes.
Touchdown Zone Elevation (TDZE) is the highest elevation in the first
3,000 feet of the landing surface.
AO4 2.02
AO4 2.03
Q 14.26
T 8.28
JI 22
AS3 1.05
7700
7600 (do not squawk 7700 first for simple lost comm)
7500
2000 (except in WATRS airspace and approaching Guam)
During preflight, set 1 or L if the left or center autopilot will be used
and set 2 or R if the right autopilot will be used.
Troubleshooting beyond checklist directed actions is rarely helpful and
has caused further loss of system function or failure. In some cases,
accidents and incidents have resulted. The crew should consider
additional actions beyond the checklist only when completion of the
published checklist steps clearly results in an unacceptable situation.
Flight crew entry into the electronics compartment in flight is not
recommended.
LeHi if the aircraft is drifting left it indicates you are flying toward a
high pressure ridge and the tropopause is climbing. Descend to avoid
or minimize tropopause turbulence.
RiLo if the aircraft is drifting right it indicates you are flying toward
a low pressure trough and the tropopause is descending. Climb to
avoid or minimize tropopause turbulence.
Tropopause altitudes are also printed on the flight plan.
Dave Collett
October 31, 2015
NP 20.32
T 8.02
GS
115
Turbulence
Turbulence
Valve Lights
VASI and PAPI
Two-Bar VASI
Three-Bar VASI
PAPI
Vertical Speed Approaches
Vertical Speed Approaches
Vertical Speed Mode

VFR Climb
VFR Pattern
VHF Guard
When dealing with turbulence associated with jet stream winds:

consider changing altitude or course if the wind is a headwind or
tailwind
maintain course if the wind is a crosswind and consider climbing if
the OAT is rising and descending if the OAT is decreasing
The autopilot may remain engaged during light to moderate turbulence
unless airspeed, altitude or attitude deviations require manual
control.
Normally fly the turbulent air penetration speed (290 kts/.78 M,
whichever is less), but below 10,000 feet MSL a speed of 240-250
knots provides adequate buffet margin.
Severe turbulence should be avoided if at all possible, but if it cannot
be avoided, descending approximately 4,000 feet below optimum
altitude will increase buffet margin.
Autothrottles should be off in severe turbulence.
Place the Engine Start Selectors in CONT in severe turbulence.
If an approach must be made in severe turbulence, delay extending the
flaps as long as possible. The airplane can withstand higher gust
loads in the clean configuration.
Diversion to another airport is the best policy if severe turbulence
persists in the area.
All Valve lights on the flight deck indicate a disagreement between the
valve position and the commanded position.
GS
SP 16.48
GS
T 6.01
Two-bar VASIs should not be used. Red over white is low.

Three-bar VASIs can be used. Red over two whites is on glidepath.
PAPIs can be used. Two white and two red is on glidepath.
Use one of the following methods to determine the descent rate
required for a non-precision approach using vertical speed:
use the table on approach chart, if available
use ground speed divided by two, times ten (e.g. if groundspeed is
140 knots, then 140/2 = 70 and 70 x 10 = 700 fpm)
HAT x airspeed (kts)/distance from FAF (nm) to rwy x 60
Initiate descent approximately 0.2 nm prior to the FAF or descent
point due to autopilot reaction time.
Initial selection of an appropriate V/S should be made considering the
recommended vertical speeds that are published on the approach
chart, if available. These recommended vertical speeds vary with the
aircraft's ground speed on final approach. If no recommended
vertical speeds are available, set approximately -700 to -800 fpm.
Vertical Speed mode has no automatic low speed (stall) protection and
permits flight away from the selected altitude. Always select a new
level off altitude prior to engaging Vertical Speed mode.
VFR conditions and cloud clearances must be maintained throughout
the VFR climb.
Pilots are responsible for:
VFR traffic avoidance
ensuring terrain and obstacle clearance
any restriction issued by ATC
intercepting the route of flight during or after completing the VFR
climb
Left traffic at 1,500' AFE unless otherwise specified.
In general, unless needed for ATC or Company communications,
monitor 121.5 on the right VHF radio.
Dave Collett
October 31, 2015
T 6.05
GS
T 5.064
SP 4.03
AS3 4.02
AO3 1.14
AO5 3.04
116
Visibility
Visibility
Visual Approaches
Visual Approaches
Visual Approaches (ICAO)
Prevailing Visibility the greatest horizontal visibility equaled or

exceeded throughout at least half the horizon circle which need not
necessarily be continuous.
Runway Visibility Value (RVV) the visibility determined for a
particular runway by a transmissometer. The meter provides a
continuous indication of the visibility (reported in miles or fractions
of miles) for the runway.
Runway Visual Range (RVR) an instrumentally derived value that
represents the horizontal distance a pilot will see down the runway
from the approach end. In contrast to prevailing visibility and RVV,
RVR is based on what a pilot in a moving aircraft should see looking
down the runway.
If RVR or RVV is reported, it controls for the specified runway. If
RVR or RVV is not reported, use Prevailing Visibility.
When cleared for a visual approach, maintain a safe altitude until
established on a published approach procedure or an approximate 3
glide path. Use internal and external resources available to confirm
the aircraft is on a projected glide path. If available, use at least one
of the following:
external vertical guidance such as PAPI, VASI, ILS, or LDA with
glideslope
internal vertical guidance such as VNAV
If no external or internal vertical path information is available, use
ground-based navigation aids to calculate an initial descent point and
a 3:1 vertical path to the runway. Additionally, calculate the vertical
descent required to maintain the path factoring approach speed and
winds.
If unable to determine a safe vertical descent profile to the runway due
to airport or aircraft equipment failures, consider using another
runway or diverting to an alternate airport. Contact Flight Control
prior to diverting, if able.
Fly at an altitude of 1,500 feet above the runway elevation and enter
downwind with Flaps 5 and at Flaps 5 maneuver speed. Maintain a
track parallel to the landing runway approximately 2 nm abeam.
When IMC conditions exist, an ICAO visual approach is equivalent to
a US Contact Approach and is not authorized. Be aware that the
ICAO term visual approach does not necessarily mean VMC
conditions exist.
When VMC conditions exist, all US visual approach limitations and
restrictions apply.
Dave Collett
October 31, 2015
AIM PCG
AO3 1.05
AO3 1.13
T 5.080
AO3 1.12
117
Visual Approaches (US)
Visual Approaches (US)
VNAV Approaches
VNAV Approaches
VNAV Approaches
A visual approach is an ATC authorization for an aircraft on an IFR

flight plan to proceed visually to the airport of intended landing. A
visual approach is not an IAP.
Before issuing a visual approach clearance, the controller must verify
that pilots have the airport or a preceding aircraft that they are to
follow in sight. In the event pilots have the airport in sight but do not
see the aircraft they are to follow, ATC may issue the visual
approach clearance but will maintain responsibility for aircraft and
wake turbulence separation. Once pilots report the aircraft in sight,
the flight crew assumes responsibilities for their own separation and
wake turbulence avoidance.
Pilots must maintain VFR cloud separation at all times when
conducting a visual approach. In Class B airspace, flight visibility
must be 3 SM or greater and the aircraft must remain clear of clouds.
In Class C, D, and E airspace, flight visibility must be 3 SM or
greater and the aircraft must be no closer than 500' below, 1000'
above, and 2000' horizontally from clouds.
While conducting a visual approach, the pilot is responsible for
providing safe obstacle clearance.
A visual approach is not an IAP and therefore has no missed approach
procedure. If a go-around is necessary, aircraft operating at
controlled airports will be issued instructions from the controller. If a
landing cannot be accomplished, the aircraft is expected to remain
clear of clouds while climbing straight ahead or as terrain dictates to
the standard pattern altitude of 1500' AFE. The flight crew should
contact ATC for further instructions.
Flight crews may accept a visual approach provided:
the aircraft is within 35 nm of the destination airport
the flight remains in controlled airspace, or the airspace underlying
those areas is used for transitions and is under the control of an
ATC facility
reported VFR conditions exist in accordance with FAR 91.155
(1000' ceiling and 3 miles visibility), or as specified on the charted
visual procedure
the flight maintains VFR cloud separation
visual contact is established and maintained throughout the
approach with the airport, the traffic to be followed, or a charted
visual flight procedure landmark
Unless otherwise authorized by ATC, a flight operating to or from a
primary airport for which a Class B area is designated must operate
at or above the designated floors of the Class B airspace while within
the lateral limits of the Class B airspace.
The VNAV path does not assure obstacle clearance below the MDA in
the visual segment of a non-precision approach procedure.
For approaches where both the FAF and the fix prior to the FAF are
coded with "at or above" altitude constraints, consider changing the
altitude constraint for the fix prior to the FAF to a hard altitude. This
creates a shallower path just prior to the FAF to allow for slowing
and configuring.
On some approaches where the runway is not the end of descent point,
VNAV path guidance transitions to level flight once the missed
approach point is passed. (e.g. SXM)
Dave Collett
October 31, 2015
AO3 1.10
AO3 1.11
AO3 1.11
AO3 4.08
T 5.059
T 5.063
118
Voice Recorder Test
Volcanic Ash
Volcanic Ash
Wake Turbulence Vortices

Warnings, Cautions and Notes
Warning
Caution
Note
Water and Waste Tanks
Weather Radar
On some airplanes, observe the monitor needle moves to the green

band. The test will last approximately 5 seconds.
On some airplanes, observe the Status light flashes once.
On all airplanes, a tone may be heard with a headset plugged into jack
on the panel.
Volcanic ash clouds cannot always be differentiated from regular
clouds and, depending on conditions, weather radar may not return
any depiction of a volcanic ash cloud.
A briefing between the Captain and the dispatcher is required
whenever volcanic ash information is present on the flight plan.
Indications of volcanic ash include:
a static discharge around the windshield
a bright glow in the engine inlets
smoke or dust on the flight deck
an acrid odor
Exit the area immediately. Consider a 180 turn. Consider a
descending turn.
Refer to the checklist in the QRH.
Wake turbulence vortices descend at 300-600 fpm.
With the wind on the nose or tail, expect wake turbulence when
16 miles behind an aircraft 1,000 feet above your altitude.
A Warning is an instruction about a hazard that if ignored could result
in injury, loss of aircraft control, or loss of life.
A Caution is an instruction concerning a hazard that if ignored could
result in damage to equipment.
A Note provides amplified information, instruction, or emphasis.
Potable water tanks should be serviced to 75% or greater for domestic
operations and to 100% for international operations.
Waste tanks should be at an acceptable level for domestic flights. For
international flights, waste tanks should be empty, however it is
acceptable for the waste quantity gauge to display up to full due to
pre-charge.
At reduced levels of Gain, some weather targets will disappear from
the indicator. Targets which are displayed will understate the true
strength of the weather. Always return Gain to Auto immediately
after using manual Gain.
Expect attenuation anytime weather targets reach Level 3 (red), when
the radome is wet or ice covered, or when operating within
precipitation.
Attenuation may be identified by:
crescent-shaped returns, concave on the back side
absence of returns or shadow beyond the target
Use ground returns to confirm radar penetration and locate radar
shadows.
Radar shadows are areas of unknown weather intensity. Never
penetrate a storm that produces a radar shadow.
When convective storms reach Level 3 (red), expect moderate to
severe turbulence in all areas of the storm, including Level 1 (green)
and Level 2 (yellow) areas.
Absence of indicated turbulence in TURB mode does not mean it is
safe to penetrate a weather area that by other indications is
hazardous.
Dave Collett
October 31, 2015
SP 5.01
AS4 2.22
AS4 2.23
Q 0.32
GS
Vol 1
Preface 1.2.4
NP 20.02
SP 11.10
SP 11.11
SP 11.12
119
Weather Radar and Terrain

Display
Weather Radar Status Message
Weather Radar Test
Weather Radar without Center
Radar Screen
Weather Reports
Wind Additive on Final
Autolanding
Whenever the possibility exists for adverse weather and

terrain/obstacles near the intended flight path, one pilot should
monitor the weather radar display and the other pilot should monitor
the terrain display.
To prevent nuisance WXR SYS status messages, turn the weather
radar on first and off last, and turn the HSI weather display on last
and off first.
The IRUs must be aligned and in NAV mode.
To ensure the radar is not transmitting after landing, ensure WX (cyan)
is not displayed on the HSI with WXR selected and ensure the TEST
mode is selected on the weather radar control panel.
Whether VMC or IMC, pilots will not takeoff or conduct approaches
to any airport without a valid report of airport weather conditions.
A valid report is complete, current and from an approved source.
Half the steady headwind component plus all the gust not to exceed
Vref 25/30 + 20 with Vref + 5 minimum. (For example, for a 90
crosswind, the headwind component is zero, but you still add all the
gust, up to 20 knots.) This applies even with the autothrottles on
during the approach if they will be turned off for landing.
Tailwinds
Do not apply wind additives for tailwinds. Set the command bug at
Vref 25/30 + 5 for with autothrottles engaged or disengaged.
Non-Normals
Do not apply wind additives to the adjusted approach speed if the

autothrottles will be used for landing.
Wind additives are also added to approach speeds adjusted by a nonnormal procedure if the autothrottles will be off for landing.
Maximum gust velocity and least favorable direction will be used to
compute the crosswind component.
Steady state wind velocity will be used to compute the headwind or
tailwind component.
If the forward windows are damaged, forward visibility can be
maintained by looking out an open side window using care to stay
clear of the airstream although noise levels may interfere with crew
communications.
Report windshear encountered during departure or approach to the
tower controller as soon as possible. Use the term PIREP to ensure
that it is rebroadcast.
It is Deltas policy to avoid known or probable severe low altitude
windshear.
Windows
Windshear
Windshear
SP 11.01
SP 11.01
NP 20.79
F 5.5.01
F 5.5.02
T 1.32
Vref 25/30 + 5. The autothrottles will automatically increase speed for

gusts if needed.
Not Autolanding
Wind Components
GS
Dave Collett
October 31, 2015
T 1.33
T 1.34
T 1.33
T 8.35
AO4 1.01
AS4 2.20
120
Windshear
Windshield Wipers
Wing Walkers
Wingspans
Worn Tire
Y MEL Items
Yaw Damper INOP Lights
Windshear is a change of wind speed and/or direction over a short

distance along the flight path.
Windshear may be indicated by thunderstorm activity, virga, PIREPS
or Low Level Windshear alerts.
If windshear is confirmed, delay takeoff or do not continue an
approach.
Precautions in case of inadvertent encounter include:
on takeoff, use full power and the longest suitable runway. Rotate
at the normal rate to the normal all-engine pitch attitude. Minimize
reductions to the normal pitch attitude. Respect the stick shaker.
on approach, use the most suitable runway and use a glidepath
(ILS, VNAV, PAPI, etc.). Add airspeed up to a maximum of 20
knots. Avoid large thrust reductions or trim changes in response to
sudden airspeed increases as these may be followed by airspeed
decreases.
Do not use on a dry windshield.
The marshaling agent will normally be assisted by two wing walkers
during parking except as noted on the 10-7 Special Pages or flight
plan remarks.
If less than two wing walkers are available at other stations, the
Captain may continue to the gate provided no threat to personnel or
aircraft safety exists.
Wingspans (rounded up)
757-200 with a conventional wing 125 feet
757-200 with winglets 135 feet
757-300 with a conventional wing 125 feet
757-300 with winglets 135 feet
767 with a conventional wing 157 feet
767 with winglets 167 feet
Notify maintenance if:
any tread groove is worn away completely around the tire
any tire is worn beyond limits, damaged or the tread is separating
any layer of cord showing
a questionable cut exists
any appearance of improper inflation
any wheel through-bolt or nut is missing or damaged
If an item in the MEL is labeled Y in the Flight Crew May Placard
column, pilots may install a flight crew placard.
Pilots may accomplish (M) or (O) procedures associated with Y
items as long as those procedures do not require access to a
Maintenance Manual.
If Dispatcher Approval Required or Contact MCC is associated
with the item, do not takeoff until they are contacted and a control
number is received.
If Dispatcher Approval Required or Contact MCC is not
associated with the item, the flight may proceed after all (M) and (O)
items are completed. Contact the dispatcher and MCC as soon as
practical.
Yaw Damper INOP lights remain illuminated until the IRUs are
aligned.
Dave Collett
October 31, 2015
T 7.27
T 7.28
SP 3.01
F 6.1.10
II
NP 20.07
TOPP
40-40-05
Page 23
NP 20.21
121
Systems Review
Overhead Panel Lights
ACCESS DOORS
AIL LOCK (767)
ANTISKID
AOA
AUTO SPDBRK
CARGO DOORS
EMER DOORS
ENTRY DOORS
MACH SPD TRIM (757)
PITOT
RUDDER RATIO
SPOILERS
STAB TRIM
TAT
UNSCHED STAB TRIM
Forward Panel Lights

A/P DISC
A/T DISC
ALT ALERT
AUTO PILOT
AUTOBRAKES
BRAKE SOURCE
BRAKE TEMP
CABIN ALT
CONFIG
ENG OIL PRESS
FIRE
FMC
GND PROX
OVRSPD
PULL UP
SPEED BRAKES
WHL WELL FIRE
WINDSHEAR
the forward equipment bay and/or the electrical equipment (E/E) door is not closed,
latched and locked
the aileron lockout actuator disagrees with the commanded position
a fault is detected in the antiskid system
a probe is not being heated
a fault is detected in the automatic speedbrake system
a cargo door is not closed, latched and locked
an emergency door or a wing slide door is not closed, latched and locked
an entry door is not closed, latched and locked
the Mach/speed trim system is inoperative
a probe is not being heated
the rudder ratio system is inoperative or not receiving left system hydraulic pressure
one or more spoiler pairs are not in the commanded position
stabilizer trim rate is the normal control wheel trim rate
the TAT probe is not being heated
an uncommanded stabilizer motion is detected
an autopilot was automatically or manually disconnected

the autothrottles have disconnected
between a 250' and a 750' deviation from the selected altitude
a degraded operating condition exists in the engaged autopilot. An alternate
autopilot may be available.
autobrakes are disarmed or inoperative
both normal and alternate brake system pressures are low
a brake temperature is in the high range (5 or higher)
cabin altitude has exceeded 10,000 feet
a configuration warning exists
oil pressure is at or below minimum or a switch has malfunctioned
an engine, APU, wheel well or cargo fire is detected
there is a message in the FMC scratchpad
a ground proximity caution exists
the airplane is exceeding Mmo or Vmo
the GPWS barometric or radio altitude descent rate is excessive or a look-ahead
terrain warning (if installed) is active
the speedbrakes are extended while airborne with the flaps in a landing position or
when the radio altitude is 800' or below
a fire is detected in one or both main gear wheel wells
a windshear condition is detected
Dave Collett
October 31, 2015
122
Airplane General, Emergency Equipment, Doors and Windows

To avoid inadvertent system actuation, the flight crew should not attempt to replace light bulbs. Contact
maintenance instead.
Fasten Seat Belt selector in Auto if the selector is in Auto, the Fasten Seat Belt signs will be on when:
the landing gear is not up and locked, or
the flap lever is not up, or
cabin altitude is above 10,000 feet, or
passenger oxygen is on (not true for some 767s)
The No Smoking selector works differently on different airplanes, but we always leave it in the On position so the
rather complicated description is omitted here.
In general, the No Smoking and Fasten Seat Belt signs automatically illuminate and the Return to Seat signs in the
lavs extinguish any time the passenger oxygen system is activated. There are variations however.
The Light Override switch overrides and illuminates the forward panel flood lights, illuminated indicator lights,
glare shield flood lights, aisle stand lights and dome lights at maximum intensity.
There is one landing light in each wing root and two landing lights on the nose gear on all airplanes. Nose gear
landing lights will not illuminate unless the nose gear is down and locked.
The 757 has two runway turnoff lights on the nose gear that will not illuminate unless the nose gear is down and
locked. The 767 has one runway turnoff light in each wing root that will illuminate with the gear up or down.
Most 757s have either one or two taxi lights on the nose gear and the 767 has two taxi lights on the nose gear. Taxi
lights will not illuminate unless the nose gear is down and locked.
Some 757s do not have a taxi light. Use the nose landing light instead.
Logo lights are installed on some airplanes, but not on others.
If normal electrical power is lost, the magnetic compass light, forward panel flood lights, and integral lights for
essential instruments on the left forward, center forward and overhead panels are automatically switched to the
Standby AC bus.
There are sensors on the center forward instrument panel that will automatically override the Dim position of the
indicator lights switch and illuminate the indicator lights full bright if the light level in the cockpit is high.
The emergency lighting system is powered by remote batteries charged by the airplanes electrical system. A fully
charged battery provides at least 15 minutes of operation.
If the Emergency Lights switch in the cockpit is armed and an armed entry door or emergency door is opened, only
the emergency lights on that side of the aircraft will illuminate. The idea is to show the fire department from which
side of the airplane the passengers are evacuating, but note that flight attendants are trained to turn on all
emergency lights during an evacuation and, even if they dont, all emergency lights will illuminate when the
engines and APU are shut down during the Evacuation checklist, so this really wont give the fire department any
useful information.
Emergency Lights switch:
Off prevents the emergency lights system from operating if electric power fails or is turned off
Armed all emergency lights illuminate if DC power fails or is turned off
On all emergency lights illuminate
Emergency Lights Unarmed light the Emergency Lights switch is not in the Armed position.
The Passenger Cabin Emergency Lights switch on the flight attendant panel bypasses the cockpit emergency lights
switch and turns on all interior and exterior emergency lights.
Passenger oxygen is supplied by individual oxygen generators in the overhead Passenger Service Units (PSUs) and
lasts 12 minutes (22 minutes on some 757s). Oxygen begins flowing when a mask hanging from the PSU is pulled
down, which pulls the pin on a chemical oxygen generator.
The oxygen generators will get extremely hot while producing oxygen and burn all the dust in the overhead
compartments. It may appear there is a fire in the cabin.
Oxygen masks will automatically drop from the PSUs if cabin altitude exceeds 14,000 feet and can be manually
dropped from the flight deck by pushing the Passenger Oxygen switch.
The Passenger Oxygen On light indicates the signal has been sent to open the PSU doors.
Do not activate the passenger oxygen system during a smoke or fumes situation. It mixes cabin air with oxygen and
therefore does not provide any protection for the passengers. It is also an extreme fire hazard.
An Emergency Locator Transmitter (ELT) is located in the cockpit and should be taken by the First Officer after
ditching. There may be a second ELT in the cabin.
Dave Collett
October 31, 2015
123
Flight deck windows can be opened from inside for emergency escape, but cannot be opened from outside the
airplane. No rescue from outside.
Flight deck windows can also be opened and closed in flight at speeds below 250 knots (below clean speed
recommended) if the airplane is unpressurized. If the forward windows are damaged, forward visibility is possible
by looking out an open side window.
The flight deck door will unlock when power is removed from the airplane. Decompression panels in the door will
open to equalize pressure in the event of a rapid decompression.
Entry doors have power assist to aid in opening the door and deploying the slide in the event of an emergency.
Escape slides at the entry doors are also configured as life rafts. There may be an additional life raft stored in a
ceiling compartment.
Wing slides are not life rafts and may not be used as flotation devices.
Emergency door slides on 757 ships 68xx are not life rafts, but may be used as auxiliary flotation devices.
Escape slides have manual inflation handles in case the slide does not automatically inflate.
On the 757, the slide rafts are too small to hold a survival kit, so a raft survival kit may be stored in an overhead
compartment near each entry door. Dont forget it.
If armed, the escape slide automatically disarms if the door is opened from outside the airplane.
Entry Doors there are six on the 757 and either four or six on the 767. If an entry door is not closed, latched and
locked, the Entry Doors light on the overhead panel will illuminate and EICAS will show which door(s) are open.
Emergency Doors there are four overwing emergency doors on most 757s, two emergency doors aft of the wing
on some 757s, and either two or four overwing emergency doors on the 767. Emergency doors are armed at all
times and opening an emergency door will automatically deploy the door slide or the wing slide. If an emergency
door or a wing slide door is not closed, latched and locked, the Emer Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Cargo Doors there are two cargo doors (forward and aft) on the 757 and three cargo doors (forward, aft and bulk)
on the 767. If a cargo door is not closed, latched and locked, the Cargo Doors light on the overhead panel will
illuminate and EICAS will give the location. If more than one door is open, a single EICAS message will indicate
multiple doors.
Forward and aft cargo doors are normally operated electrically (Ground Handling bus), but may be operated
manually if necessary. The bulk cargo door on the 767 is operated manually.
Access Doors there are two access doors (forward equipment bay and electrical equipment (E/E) compartment) on
all airplanes. If an access door is not closed, latched and locked, the Access Doors light on the overhead panel will
illuminate and EICAS will give the location. If both doors are open, the EICAS message will be Access Doors.
Potable water is stored in a single tank behind the aft cargo compartment. There are two water service panels one
on the right forward fuselage just behind and below the 1R door and one at the rear of the aircraft on the bottom
centerline under the aft entry doors.
Each lav and each galley has a water shutoff valve and a drain valve for isolation purposes.
Water from galley and lav sinks is drained overboard through two heated drain masts on the bottom of the airplane.
Lavs on the 757-200 have individual, self-contained waste tanks that are serviced individually from panels on the
outside of the aircraft.
The 757-300 and 767 use a vacuum pump or cabin differential pressure to route lav waste to storage tank(s) located
in the bulk cargo compartment. All 767ERs and some domestic 767s have two waste tank sensors in each tank. If a
sensor indicates the tank is full, the Lav Inop light illuminates and the lavs on that tank are shut down. Pressing the
Sensor Off switch allows the lavs to be used provided the tank is not completely full. A Sensor Foul light
illuminates if a sensor becomes fouled or dirty and may shut down all lavs on that tank.
On some airplanes, the flight deck speakers are muted when any transmission is made with the boom mike or hand
mike so at least one pilot must have his headset on to monitor the radios if a boom mike or hand mike is used for
PAs or interphone communication. The speaker does not mute if the handset on the aft pedestal is used or if the
audio panel mike switch is in OXY.
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Air Conditioning
Two identical air conditioning packs cool bleed air from the engines, APU or high-pressure air from a ground source
(huffer cart). Bleed air is pre-cooled before entering a pack.
The two packs are controlled by two identical pack controllers and pack output is automatically increased during
high pack demand times (failed opposite pack or failed recirc fan) and inhibited during times of high bleed air
demand (failed engine).
With the pack selector in Off, the pack valve is closed and the Pack Off light is illuminated.
With the pack selector in Auto, pack output temperature is determined by the compartment requiring the coolest air
and then warm trim air is added to the other compartments as determined by their individual zone temperature
controllers to maintain the desired temperature in those compartments.
With the pack selector in the Standby mode (not in Auto), pack output temperature is determined by the position of
the pack selector:
N (normal) pack output is a constant, moderate temperature
C (cool) pack output is full cold
W (warm) pack output is full warm
The Pack Inop light and a PACK TEMP EICAS message will illuminate for all pack control system faults and
overheats. If the problem was an automatic control system fault or a pack outlet temperature overheat, the pack
will continue operating in an uncontrolled, degraded mode and flight crew action is necessary. If the problem was
an internal pack overheat, the pack valve will close and the Pack Inop light will be accompanied by a Pack Off
light and a PACK OFF EICAS message. This is the classic pack trip and the pack may be reset with the pack reset
switch after it has cooled to a temperature below the overheat level.
Pack Inop light only controller fault or outlet overheat
Pack Inop and Pack Off lights pack trip caused by an internal overheat
Air from the packs flows to a mix manifold where it is mixed with returning air from the recirc fans and distributed
to the cabin, however the flight deck receives 100% fresh air from the left pack at a slightly higher pressure to
keep smoke and fumes out of the flight deck. If the left pack is inop, the flight deck receives air from the mix
manifold.
The terms compartment and zone are used interchangeably in the Boeing manuals for the temperature control
compartments.
The 757-200 is divided into three compartments (flight deck, forward cabin, aft cabin) and the 757-300 and 767 are
divided into four compartments (flight deck, forward cabin, mid cabin, aft cabin). Each compartment has a
temperature controller to control the temperature in that compartment by adding warm trim air to the pack output
air if necessary. The 757 temperature controllers have Auto and Off positions for all compartments and the 767
temperature controllers have Auto and Manual positions for the flight deck compartment and Auto and Off
positions for the other zones. The manual position allows manual control of the flight deck trim air valve, if
necessary, and there is a trim air valve position indicator next to the control.
Compartment Temperature Controls:
Auto automatic temperature control selectable between 65 F and 85 F (18 C and 30 C)
Off compartment trim air valve is closed (all compartments except 767 flight deck)
Man compartment trim air valve is controlled manually (767 flight deck compartment only)
The Compartment Temperature Inop light will illuminate to indicate:
a fault in zone temperature controller
the zone temperature controller switch is off (except a flight deck controller on the 767)
the trim air switch is off (all compartment Inop lights will be on in this case)
If the trim air switch is off, the cabin temperature controller attempts to maintain all compartments at an average
temperature.
Recirc fans allow the packs to be operated at a reduced flow by returning cabin air to the mix manifold. On the 757,
the left recirc fan exhausts air from the forward E/E system and should not be turned off because that will cause
the overboard exhaust valve to latch open requiring maintenance action to reset. Other recirc fans may be turned
off to provide a more rapid exchange of air in the cabin.
The gasper system (if installed) draws air from the forward cabin overhead air conditioning ducts and discharges it
from the gasper outlets in the passenger service units.
Shoulder heaters electrically warm the air in the cockpit side window diffusers. The High setting is only available in
flight, but the Low setting is available in flight or on the ground.
Foot heaters electrically warm the cockpit floorboards (no air flow) and are only available in flight.
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Equipment Cooling - 757

On the 757, the equipment cooling system supplies cooling air to the forward equipment racks and flight deck
avionics. The system has a supply fan (actually two fans; normal and alternate) that draws air from the cabin and
forces it through the equipment racks and avionics and then the left recirc fan returns the air to the air conditioning
mix manifold. If differential pressure in the system is low (left recirc fan not operating), the overboard exhaust
valve latches open and most of the air is exhausted overboard. As previously mentioned, the left recirc fan should
not be turned off because resetting the overboard exhaust valve requires maintenance action.
The Overheat light indicates insufficient airflow for equipment cooling due to a failure of the supply fan or the
overboard exhaust valve is not open with the left recirc fan off or failed. The Overheat light is accompanied by the
EQUIPMENT OVERHEAT EICAS message and a ground crew call horn if the airplane is on the ground. If the
Overheat light remains illuminated, avionics not on the Standby busses (e.g. EFIS flight instruments) are subject to
imminent failure. Avionics on the Standby busses (e.g. standby flight instruments) are reliable for 90 minutes. On
some airplanes the auxiliary fan operates automatically to cool essential avionics if both supply fans are inop.
The Alternate position of the Equipment Cooling switch turns on the alternate supply fan or opens the overboard
exhaust valve as necessary.
The Smoke light indicates smoke is detected in the equipment cooling ducts and the system automatically attempts
to remove it by turning the recirc fan(s) off, switching one or both packs to high flow, and latching the overboard
exhaust valve open. Smoke removal is completely automatic, however the source of the smoke should be
investigated.
Equipment Cooling - 767
Just like the 757, the equipment cooling system supplies cooling air to the forward equipment racks and flight deck
avionics on the 767.
System operation is automatic with the Equipment Cooling selector in Auto. On the ground, the system considers
engine and pack operation, skin temperature and outside air temperature to determine the correct system
configuration and a supply fan and an exhaust fan either recirculate cooling air or port it overboard as necessary.
In flight, only the exhaust fan operates and cooling air is recirculated.
Equipment Cooling Selector (Schoolhouse answer):
Auto positions the cooling system for automatic operation and provides best cooling for the conditions
Standby positions the cooling system for inboard air flow and provides maximum cooling
Override positions the cooling system for reverse air flow and provides differential pressure cooling
The No Cooling light indicates no reverse airflow through the E/E compartment avionics after selecting Override.
The light is only active in Override. If the No Cooling light remains illuminated, avionics not on the Standby
busses (e.g. EFIS flight instruments) are subject to imminent failure. Avionics on the Standby busses (e.g. standby
flight instruments) are reliable for 90 minutes.
A Valve light indicates equipment cooling valves are not in their commanded position.
The Overheat light indicates high temperature or low airflow is detected in the equipment cooling system.
The Smoke light indicates smoke is detected in the forward equipment cooling ducts.
In general, for Equipment Cooling non-normals on the 767, point the switch at the light:
for Valve or Overheat lights go to Standby
for the Smoke light go to Override
Cargo Heat
Cargo heat on the 757 is completely automatic.
On the 767, bleed air is used to heat the forward, aft and bulk cargo compartments. With the Cargo Heat switches
on, bleed air is ducted to each compartment through a shutoff valve and a heat control valve. The heat control
valve modulates to maintain the temperature in the compartment within a standard control range, the lower limit
of which is above approximately 45 F. (The actual range is not specified.) If the temperature exceeds the standard
control range, as would happen if the heat control valve failed open, the Overheat light illuminates. If the
temperature continues to rise and exceeds approximately 90 F, the shutoff valve closes and bleed air is removed.
When the temperature decreases back into the standard control range, the Overheat light extinguishes, the shutoff
valve reopens and bleed air is reapplied. Cargo compartment temperature will then cycle between the standard
control range and 90 F.
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The Bulk Cargo Heat selector on the P-61 panel reprograms the Heat Control valve for the bulk cargo compartment
to maintain above approximately 65 F and turns on a vent fan to allow carrying animals. It should be left in the
Vent position at all times.
Pressurization
Pressurization is controlled by adjusting the discharge of cabin air through the outflow valve.
Positive and negative pressure relief doors protect the fuselage against excessive differential pressure.
The index mark on the Cabin Altitude Auto Rate control programs approximately a 500 fpm climb and a 300 fpm
descent.
If the selected automatic mode of the cabin altitude mode selector (Auto 1 or Auto 2) fails, control is automatically
switched to the other auto controller.
If both auto controllers fail or if the mode selector is placed to Manual, the Auto Inop light illuminates and the
CABIN AUTO INOP EICAS message is displayed. In Manual, the outflow valve is powered by the Standby DC
bus and is controlled manually by the switch on the pressurization panel.
The system automatically applies a small positive pressure to the cabin before takeoff and the outflow valve
automatically opens at touchdown to depressurize the airplane. During flight, the system uses the higher of either
the landing altitude or the scheduled cruise altitude as the programmed cruise altitude for the cabin.
If the cabin altitude exceeds 10,000 feet, the Cabin Altitude lights illuminate, the warning siren sounds and the
CABIN ALTITUDE EICAS message is displayed. The lights extinguish and the message blanks when the cabin
descends below 8,500 feet.
In Auto mode (and in Manual mode on some airplanes), if the cabin altitude exceeds 11,000 feet, the outflow valve
closes automatically.
If the cabin altitude exceeds 14,000 feet the passenger oxygen masks will drop.
Bleed Air Systems
Bleed air can be supplied by the engines, the APU or a ground air source and is used for:
air conditioning
pressurization
engine start
wing and engine anti-ice
hydraulic reservoir pressurization
cargo heat
Air-driven Demand Pump (767 only)
thrust reversers (some 767s only)
Engine bleed air comes from either the low-pressure or high-pressure engine compressor section. Low-pressure air
is used during high power settings and high-pressure air is used during descent and other low power settings.
Engine bleed air valves are armed when the switch is on, but are pressure actuated and remain closed until engine
bleed air pressure is sufficient to open them. They may close by themselves during times of low bleed air demand
such as during a Packs Off takeoff. The Off light illuminates and the ENG BLEED OFF EICAS message displays
when the bleed valve is closed either manually, due to a system fault, or due to low airflow.
Bleed, Overheat and Hi Stage lights mean different things on different airplanes. The Delta Schoolhouse answer is
that all are considered bleed air malfunctions.
APU bleed air is available up to approximately 17,000 feet.
A check valve in the APU supply line prevents reverse flow of bleed air into the APU.
The APU Valve light illuminates when the APU bleed valve disagrees with the commanded position.
Two ground pneumatic carts (huffer carts) or one super huffer with two hoses is required for engine start if the
APU is inop.
On the 757, one ground pneumatic connector connects to the left bleed duct and one connects to the right bleed duct.
On the 767, both ground pneumatic connectors connect to the left bleed duct.
Isolation valves, except for the center isolation valve on the 767, are normally closed except during engine start and
during single-bleed operation. The center isolation valve on the 767 is normally open to supply the ADP. An
isolation Valve light illuminates when the valve position disagrees with the commanded position.
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The Duct Leak light illuminates when a high-temperature bleed air leak is detected. On the 757, the left duct leak
detector also watches most of the crossover duct and the APU duct. On the 767, the left duct leak detector watches
most of the crossover duct and the center duct leak detector watches the APU duct.
On the 767, flight longer than 6 hours with a Bleed Duct Leak or Body Duct Leak light illuminated may result in
structural damage.
Anti-Ice and Rain
Engine anti-ice systems provide bleed air to the engine cowl inlets and may be operated in flight or on the ground.
TAI will appear near the N1 gauge on EICAS when the engine anti-ice valve is open.
Do not attempt to anti-ice an engine or engines with APU bleed air. Always use bleed air from the respective engine
instead. APU bleed air will turn on the TAI indication and everything will look normal, but there isnt enough air
to actually anti-ice the engine and ice may form and cause serious damage.
Wing anti-ice systems provide bleed air to the three mid-wing leading edge slats on the 757 and the three outboard
leading edge slats on the 767. Wing anti-ice is inhibited on the ground and only operates in flight.
The Valve light for both wing and engine anti-ice systems will illuminate when the valve position disagrees with the
commanded position.
The Icing light (if installed) on manual anti-ice systems illuminates when icing is detected by a single sensor on the
nose of the aircraft. It is advisory only and flight crew action is required to activate or deactivate anti-ice systems.
Some (but not all) 767ERs have an automatic anti-icing system. Two icing detectors are installed on the nose of the
aircraft and signal the wing and engine anti-ice valves to open or close as needed. The automatic system only
works in flight. It is inhibited on the ground and engine anti-ice must be manually selected on or off during ground
ops as necessary. Wing anti-ice is inhibited on the ground on all airplanes, including the 767ER.
On the automatic system, the Icing light will illuminate only when icing is detected and a wing and/or engine antiice valve is not open either because the switch is Off (not in Auto) or the valve has failed closed. (Its indicating
that icing is detected and anti-icing is not on.) The Ice Det light will illuminate if both ice detector systems have
failed.
On all airplanes, the supply to wing anti-ice is downstream of the engine bleed valve. You cant anti-ice a wing from
its engine with the bleed valve closed, but you can anti-ice a wing from the opposite engine if the bleed valve is
failed closed or if its engine is shut down.
On the 757, the supply to engine anti-ice is downstream of the engine bleed valve. You cant anti-ice an engine from
itself with the bleed valve closed, but you can anti-ice that engine from the opposite engine if the bleed valve is
failed closed or if the engine is shut down.
On the 767, the supply to engine anti-ice is upstream of the engine bleed valve. You can anti-ice an engine from
itself with the bleed valve closed provided the engine is operating, but you cant anti-ice that engine from the
opposite engine.
All flight deck windows are electrically heated. The forward windows have anti-icing and anti-fogging protection
and the side windows have anti-fogging protection only. The forward windows also have supplemental antifogging protection provided by conditioned air. The Window Heat Inop light illuminates when a window is not
being heated.
Rain repellent is deactivated on all airplanes.
The probe heat system is fully automatic. Power is supplied to electrically heat all probes anytime an engine is
running. An individual probe heat light will illuminate when that probe is not being heated.
Automatic Flight
On the ground with no autopilot engaged and both flight director (F/D) switches off, the first F/D switch turned on
arms the flight director in the takeoff pitch and roll modes (wings level, 8 nose up). The second F/D switch turned
on displays the steering bars on the second ADI.
If the F/D switches are turned on in flight with the autopilot off, the flight director engages in V/S and HDG HOLD.
If the autopilot is on, the flight director engages in the current autopilot mode.
The flight director bars will automatically display, even if the F/D switches are off, if the G/A switch is pressed and
the flaps are not up and the airspeed is above 80 knots.
The autopilot engages in the current F/D mode except for TO and G/A. If the flight directors are in TO or G/A mode
or if both flight directors are off, the autopilot engages in V/S and HDG HOLD.
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If the airplane attitude at Control Wheel Steering (CWS) engagement (if installed) exceeds autopilot limits (limits
vary by airplane, but are rather excessive), the autopilot returns the airplane to within autopilot limits. If the
control wheel is released with less than 3 of bank under normal conditions, or less than 1 of bank after localizer
capture, the autopilot rolls wings level and holds heading.
There are five autothrottle modes N1/EPR, SPD, VNAV, FLCH and G/A. Note that they are the four buttons
surrounding the IAS/MACH selector on the MCP plus the G/A switches on the throttles. Pressing any of those
buttons or switches will engage the autothrottles if they are disengaged, provided the A/T Arm switch is on.
There are five reasons the autothrottles will disconnect:
A/T Arm switch is turned off
A/T Disconnect switch on a throttle is pushed
a thrust reverser is deployed
TMC failure
loss of the primary engine parameter (EPR or N1) in an EEC
When the N1/EPR switch is pressed the autothrottles drive to and hold the reference N1/EPR displayed on EICAS
subject to maximum speed limits.
When the SPD Switch is pressed the autothrottles maintain the speed or Mach displayed in the MCP window subject
to maximum and minimum speed limits.
IAS changes to Mach in climb at approximately .80 M, and Mach changes to IAS in descent at approximately 300
KIAS.
LNAV will engage if the airplane is within 2 nm (767) or within the airplanes turn radius (757) of the active
route. Otherwise it just arms.
LNAV will maintain the present heading when:
passing the last waypoint prior to a route discontinuity
passing the last active route waypoint
passing the last offset route waypoint
activating an inactive route or activating an airway intercept and not within LNAV capture criteria
In Vertical Speed mode the airplane will fly away from a captured altitude and there is no high or low speed
protection. Use with caution.
With the Bank Limit Selector in Auto, the bank used in HDG SEL mode varies with airspeed from 15-25. It has no
effect on other roll modes such as LNAV.
Heading Hold switch the autopilot or flight director will roll wings level and then hold that heading.
Altitude Hold switch the autopilot or flight director will hold, or return to, the altitude at the time the switch was
pressed.
LOC capture can occur when the intercept track angle is within 120 of the localizer course.
G/S capture can occur when the intercept track angle is within 80 of the localizer course.
Either LOC or G/S can be captured first.
To disarm Approach mode:
if neither LOC or G/S has been captured, press the APP switch again or select another pitch or roll mode
with only LOC or G/S captured, select another roll or pitch mode (as appropriate) other than LNAV or VNAV
after LOC and G/S capture, the only way to deselect Approach mode is to disengage the autopilot and cycle both
flight director switches or to select G/A mode.
On a backcourse localizer approach, press the B/CRS switch before the LOC switch because, if LOC is armed first,
its possible for the autopilot or flight director to capture the front course in the instant before B/CRS is pushed
and the airplane will proceed in the wrong direction. Push the buttons in alphabetical order or in the same order as
you say the name of the approach, i.e. Backcourse Localizer.
Auto Pilot light if an autoflight failure affects only the active mode, the autopilot will remain engaged in an
attitude stabilizing mode, the discrete Auto Pilot light will illuminate and an amber line will be drawn through the
degraded mode annunciation. If the fault is not common to all autopilots, a different autopilot may be operational
and should be selected.
A/P Disconnect light an autopilot was automatically or manually disconnected.
A/T Disconnect light the autothrottles were disconnected.
Three independent Flight Control Computers (FCCs) control three independent sets of autopilot servos to the
ailerons and elevators.
Autopilot rudder control is used only during multiple-autopilot ILS approaches.
Nosewheel steering is used by the autopilot during landing rollout after an autoland.
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During an ILS approach with all three autopilots engaged, separate electrical power sources power the three FCCs
and autopilots. The left autopilot is on the left main system, the center autopilot is on the battery/standby system
(Hot Battery bus and Standby AC bus through the standby inverter), and the right autopilot is on the right main
system. See the Electrical section for more information.
Changes to autoland status below 200' RA are inhibited except for a transition to NO AUTOLAND.
On takeoff, the flight director commands V2 + 15 knots or liftoff speed + 15 knots, whichever is greater. If the
current speed remains above the target speed for 5 seconds, the target speed resets to the current speed up to a
maximum of V2 + 25 knots.
Go-Around arms in flight when the flaps are extended (flap lever not up) or at glideslope capture. Pressing a G/A
switch engages the autothrottles to provide a climb of at least 2,000 fpm, causes the autopilot and/or flight director
to command a climb at current airspeed or MCP airspeed, whichever is higher, and maintain the ground track at
time of engagement. If the airspeed increases above the initial target speed and remains there for 5 seconds, the
target speed resets to the current airspeed up to a maximum of MCP speed plus 25 knots. If the initial go-around
speed was above MCP speed plus 25 knots, that speed is maintained.
Elevator authority is limited during single autopilot operation, such as on a non-ILS approach, and may not be
sufficient to counteract pitch up or pitch down during go-around or level off under certain conditions. Always be
prepared to disconnect the autopilot and fly manually if necessary.
Altitude capture from a climb that requires a significant airspeed increase or thrust reduction may result in the
autopilot descending away from the selected altitude in an attempt to increase airspeed. Once again, always be
prepared to disconnect the autopilot and fly manually if necessary.
If LAND 2 is displayed on the ASA, the autopilot will automatically apply nose-up pitch trim as the airplane
descends below 330' RA for 757-200s and below 100' RA for 757-300s and 767s. If the autopilot is then
disengaged, it will take 20-30 pounds of forward pressure to counter the added pitch trim. If an automatic goaround is accomplished, the added trim is automatically removed.
During an autoland, G/A is inhibited after 2 seconds at or below 5' RA. If a G/A switch is pushed after that time, the
flight director will command go-around pitch, but the autothrottles will not advance.
During a multiple-autopilot approach and missed approach, the autopilots control the rudder. If on single engine, be
prepared to manually apply rudder at the first change of either pitch or roll mode or if the autopilots are
disengaged because the rudder will quickly move to its trimmed position and the airplane will roll abruptly.
Communications
Nav Filter Selector filters VOR, ADF and ILS audio:
Voice only voice transmissions can be heard
Both both voice and station identifiers can be heard
Range only station identifiers can be heard
The Flight Interphone switch on the overhead panel (if installed) connects the flight and cabin interphone systems
together.
The Service Interphone switch on the P-61 panel will add additional external (unpressurized area) headphone jacks
to the cabin interphone system. The jack on the APU ground control panel on the nosewheel strut is part of the
flight interphone system, however, and will work with the Service Interphone switch off.
The Alert Call switch calls all flight attendant stations.
The Cockpit Voice Recorder (CVR) records continuously when electrical power is applied to the airplane. During a
test, the needle (if installed) displaces to the green band if all four channels are operating. To erase the CVR, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
HF radios (if installed) use a common antenna. When one radio is transmitting, the antenna is disconnected from the
other radio and it cannot be used to transmit or receive. Both radios can receive simultaneously, however, if
neither is transmitting. Decreasing HF sensitivity too far prevents reception, including SELCAL reception.
Cabin PA priorities:
flight deck announcements
cabin announcements made from a flight attendant station
pre-recorded announcements
boarding music
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Electrical
Simplified Electrical System

This diagram does not show all electrical components, such as the HDG and AC Transfer busses, if installed. It also
shows a Center AC and a Center DC bus that are not mentioned in Volume 2 but help explain bus separation and
bus isolation during ILS approaches. Source: Delta Ground School Handouts.
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The entire airplane electrical load can be powered by any two airplane AC power sources (left IDG, right IDG, APU
generator) or by external power.
Power sources operate isolated from each other.
An Integrated Drive Generator (IDG) incorporates a generator and a constant speed drive in a single casing.
The right IDG normally powers the right AC bus and the left IDG normally powers the left AC bus.
The APU generator is electrically identical to the IDG generators and can power either or both main AC busses and
may be used in flight as a replacement for a failed IDG.
The priority for powering main AC busses is the respective IDG, APU generator and then the opposite IDG.
If the APU is started with the APU Generator Control Switch on, the APU will automatically power both main AC
busses only if they are unpowered. The APU will not automatically disconnect other power sources. For example,
if external power is powering the main AC busses and APU power becomes available, external power will
continue powering the busses until deselected.
If starting an engine with external power connected, the engine generator will automatically take over its busses,
leaving the opposite busses on external power. If the second engine is started while on external power, its
generator will automatically take over its busses and the external power On light will extinguish. The Avail light
will be on until external power is removed. There is no load shedding during engine start from external power.
If starting an engine with APU power, the engine will automatically take over its busses, leaving the opposite busses
on the APU. Both Utility busses will shed during start of the first engine and re-power once the engine is
supplying power. During start of the second engine, only the Utility bus on that side will shed and automatically
re-power once the engine is supplying power. That engine will also automatically power its busses after engine
start and the APU will be disconnected, however the APU generator Off light will not illuminate and the APU will
continue running.
The main purpose of the bus tie system is to make sure the AC and DC busses are powered by any available source.
Functions of the bus tie system (PPI+3):
prevents paralleling
powers AC busses
isolates faults
allows the DC bus tie breaker to close with the loss of DC power
allows the Captains flight instruments to remain powered with loss of the left AC bus
allows the First Officers flight instruments to remain powered with loss of the right AC bus
A fault on a bus will illuminate the bus tie Isolation light and lock the bus tie breaker open, unpowering the bus. The
bus tie breaker will not close until the fault is corrected.
The Captains flight instruments are powered by the Captains Flight Instrument Transfer bus, which is normally
powered by the left AC bus. The First Officers flight instruments are powered by the First Officers Flight
Instrument Transfer bus, which is normally powered by the right AC bus. If the Bus Tie switches are in Auto and a
main AC bus becomes unpowered, the affected Flight Instrument Transfer bus automatically switches to the other
main AC bus and remains powered.
The left and right Utility busses are powered by their respective main AC busses.
Galley busses are powered by their respective Utility busses.
The Ground Handling Bus provides power for cargo doors, cargo handling and fuel servicing. It can only be
powered on the ground by either the APU or external power and will be powered whenever the APU is running or
when the external power Avail light is illuminated. The APU or external power does not have to be selected. If
starting at the gate with an inop APU, late bags cannot be added to the forward or aft cargo compartments after
pushback because neither the APU or external power is available.
The Ground Service bus is normally powered by the right AC bus whenever the right electrical system is powered.
If the right electrical system is not powered, the ground service switch on the forward flight attendant panel will
switch the Ground Service bus to the Ground Handling bus and allow the APU or external power to power it on
the ground. The Ground Service bus powers the main battery charger, the APU battery charger and misc. cabin
and system loads. (BELL: battery chargers, equipment cooling fan, left forward boost pump, lights.)
Autopilot power sources:
the left and center autopilots are normally powered by the left main system and the right autopilot is normally
powered by the right main system
when Approach mode is selected at any altitude, the autopilot power sources separate (Bus Separation). The left
main system powers the left autopilot and the Captains Flight Instrument Transfer bus. The right main system
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powers the right autopilot and the First Officers Flight Instrument Transfer bus, and the battery/standby system
(Hot Battery bus and Standby AC bus through the standby inverter) powers the center autopilot.
if a single generator fails above 200' RA on the approach, the bus tie breakers close to power the unpowered AC
and DC busses, the center autopilot switches back to the left main system and NO LAND 3 appears on the
Autoland Status Annunciator (ASA)
below 200' RA on the approach, the bus tie breakers will not close if a generator is lost (Bus Isolation). The left
or right AC bus and the associated left or right autopilot will remain unpowered, the flight instruments will
remain powered through the Flight Instrument Transfer bus system, and the autoland will continue using only
two autopilots. The ASA is inhibited from changing to NO LAND 3 below 200' RA, but it can change to NO
AUTOLAND if additional failures occur.
if the APU is running, it can power an unpowered left or right AC bus in the event of a generator failure
Bus Separation and Bus Isolation only occur on ILS approaches after Approach mode is selected
when the autopilots are disengaged or when another pitch or roll mode is selected after an autopilot go-around is
performed, the electrical system reverts to normal, non-isolated operation
Bus Separation if youre separated, you might get back together.
Bus Isolation if youre isolated, you wont get back together and your wife gets the house.
Electrical load shedding occurs automatically to ensure power is available to critical and essential equipment.
The load shedding priority is Galley busses first, then Utility busses. Utility busses are followed by individual
equipment items powered by the main AC busses. When additional power becomes available, systems are restored
in the opposite order.
Load shedding examples:
C2 electric hydraulic pump prior to engine start
center tank fuel pumps prior to engine start
Utility bus or buses during engine start
Utility busses after a generator or engine failure
center tank fuel pump after an engine failure
cabin ceiling lights after an engine failure
Utility bus load shedding conditions (BOSS):
B both thrust levers advanced to the takeoff range on the ground when on a single power source
O overload (electrical loads exceed the power available)
S starting engines with the APU providing electrical power
S single generator in flight (the cabin will go dark)
DC busses are powered by Transformer-Rectifier Units (TRUs) which are powered by their respective main AC bus.
If a TRU fails, its DC bus is powered by the opposite DC bus through the DC bus tie if the Bus Tie switches are in
Auto. There are no flight deck controls for the main DC system.
If the Standby Power switch is in Auto, the left DC bus powers the Battery bus, which powers the Standby DC bus.
With the Battery switch on and the Standby Power switch in Auto, the main aircraft battery can act as a backup
source of power for the Hot Battery bus, Battery bus, Standby DC bus, and Standby AC bus through the standby
inverter for approximately 30 minutes (90 minutes for some airplanes) after the loss of all generators. Flight
beyond 30 minutes (90 minutes for some airplanes) in this situation will result in complete electrical failure. (On
some aircraft the battery should never be the only source of electric power due to the Hydraulic Driven Generator.)
On a 767, complete electrical failure will result in the inability to extend the gear and flaps because the ADP
requires DC power to operate and when the battery is depleted, the ADP air supply valve will close and the center
hydraulic system will depressurize. Gear and flaps will not extend by either the normal or alternate method if this
happens. (Center system hydraulics will not be available for normal gear and flap extension and electric power
will not be available for alternate gear extension.)
If the airplane is on Standby power, all the CRT screens will be blank. (Nobody can watch TV.) If any CRT
screen is powered (If anybody can watch TV), the airplane is not on Standby power.
Normally the IRUs operate on AC power from the left and right electrical systems and the main aircraft battery is an
alternate power source. The ON DC light illuminates if the AC power source is lost and DC power is being used.
The DC FAIL light illuminates if the DC power source is lost and normal AC power is being used. Both lights will
be extinguished if both AC and DC power are either available or not available.
Aircraft without an HDG on Standby power, the left and center IRUs will shut down after 5 minutes to save
battery power and the right IRU will operate until the battery is depleted. (The right IRU is needed to provide
heading information to the Captains RDMI card, which is available on Standby power.)
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Aircraft with an HDG on Standby power, the right IRU will shut down after 5 minutes to save battery power and
the left and center IRUs will continue operating until battery depletion. If the HDG is operating, however, the
aircraft will not be on Standby power and the left IRU will be powered by the Left AC Transfer Bus and the center
IRU will be powered by the Hot Battery Bus.
With the aircraft powered normally, turning the Standby Power switch off will only unpower the Standby AC and
DC busses.
The Battery position on the Standby Power switch insures the battery can power the Standby busses in case the
automatic feature fails. It also disconnects the battery charger from the battery system, so the Standby busses will
be powered by the battery even if normal power is available. In this case, the Standby busses will be unpowered
when the battery is depleted after 30 minutes (90 minutes for some airplanes) even though generator power may be
available.
The battery/standby system consists of:
the Hot Battery bus
the Battery bus
(4 busses)
the Standby AC bus
the Standby DC bus
The Hot Battery bus powers items that must be continuously powered, such as the clock, and is powered by the main
battery prior to establishing electrical power. After establishing electrical power, the Hot Battery bus is powered
by the main battery charger which is powered by the Ground Service bus, which is powered by either the right AC
bus or the Ground Handling bus.
The Battery bus is powered by the main battery through the Hot Battery bus prior to establishing electrical power if
the Battery Switch is on. After establishing electrical power, the left DC bus powers the Battery bus and the main
battery provides a backup source of power through the Hot Battery bus.
The Standby AC bus is normally powered by the left AC bus, but can be powered by the main battery through the
Hot Battery bus, Battery bus and standby inverter. If the Standby Power Selector is in BAT, the main battery
powers the Standby AC bus through the standby inverter and the battery charger is removed from the circuit.
The Standby DC bus is normally powered by the left DC bus through the Battery bus, but can be powered by the
main battery through the Hot Battery bus and Battery bus. If the Standby Power Selector is in BAT, the main
battery powers the Standby DC bus and the battery charger is removed from the circuit.
On the 757-300, the main battery and the APU battery are paralleled to power the battery/standby system if
necessary. The combined batteries will last 90 minutes instead of 30 minutes for the main battery alone.
Items available on Standby Power until battery depletion:
adequate lighting
center ILS
all IRUs for 5 minutes
Captains marker beacon lights
either the right IRU or the left and center IRUs after
Captains RDMI card and number 1 needle
5 minutes
gear handle and half the green gear down lights
fuel quantity indications
flap operation but no indication
manual pressurization controls and indicators
alternate stab trim
left VOR (no DME)
manual speedbrakes
Master Warning and Caution
fire detection and protection
standby flight instruments
left VHF comm
standby engine instruments
PA
engine oil pressure lights
interphone
APU and Engine Generator Control switches arm the generator breakers to close automatically when generator
power is available. Turning the switch off opens the generator breaker and resets fault trip circuitry. The switches
are normally left on.
The APU Generator Off light indicates the APU generator breaker is open due to a fault with the APU running or
the switch is selected off. The light is normally off when the APU is off.
The Engine Generator Off light indicates the engine generator breaker is open due to a fault or the engine is shut
down. The light is normally on when the engine is shut down.
Bus Tie Switches in Auto:
arm the automatic AC bus tie circuits
arm the automatic DC bus tie circuits
arm the automatic Flight Instrument Transfer bus circuits
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Turning the Bus Tie Switches Off commands the AC bus tie, the DC bus tie and the Flight Instrument Transfer bus
tie to open and resets fault trip circuitry.
The AC Bus Isolation light indicates the bus tie switch is off or a fault has occurred automatically opening the bus
tie breakers and isolating the busses.
The AC Bus Off light indicates the left or right main AC bus is unpowered.
The External Power Avail light indicates external power is plugged in and power quality is acceptable.
The External Power On light indicates external power is powering a bus or busses.
The External Power switch manually applies or removes external power from the electrical system. It has priority
and will trip off any existing power source.
Utility Bus switches connect or disconnect the Utility busses and Galley busses from the main AC busses and reset
overload and load shed circuitry.
The Utility Bus Off lights indicate the Utility busses and Galley busses are unpowered.
The Generator Drive lights indicate high oil temperature or low oil pressure in the Integrated Drive Generator
(IDG).
Generator Drive Disconnect switches disconnect the IDG from the engine. IDGs can only be reconnected on the
ground.
The Battery Switch On allows the main battery to power the Battery bus and the Standby AC and DC busses if main
AC power is lost. It also allows the APU to be started.
The Battery Switch Off light indicates the battery switch is off.
The battery discharge light indicates the battery (main battery or APU battery) is discharging.
If the main battery is the only source of electrical power, it should power the standby system for approximately 30
minutes (90 minutes on some airplanes). On the 767, when the battery is depleted after 30 minutes, the gear and
flaps cannot be lowered.
Standby Power Selector:
Off Standby AC and DC busses are unpowered
Auto Standby AC and DC busses automatically transfer to battery power if normal AC power is lost
Bat Standby AC and DC busses are manually connected to the main battery even if normal power is available
The Standby Power Bus Off light indicates the Standby AC and/or Standby DC bus is unpowered.
767ER Differences
The 767ER and a few domestic 767s have a Hydraulic Driven Generator (HDG) as an additional source of electric
power. If both main AC busses are lost, after a 10-15 second delay, the HDG will automatically power the busses
necessary for ETOPS operation, including either the Captains or First Officers EFIS, without a time limit. The
Air-driven Demand Pump (ADP) will turn on anytime the HDG is operating because the center electric hydraulic
pumps will be unpowered. The HDG will automatically shut down if power from an engine generator or the APU
is restored. If the HDG fails, the aircraft main battery will power the Hot Battery bus, the Battery bus and Standby
AC and Standby DC busses for 30 minutes. Only standby flight instruments and other items powered by Standby
Power will be available in that case.
The HDG is powered by the center hydraulic system and starts automatically if both left and right AC busses are
unpowered. The HDG provides power to:
the Hot Battery bus
the Battery bus
the Standby AC bus
(7 busses)
the Standby DC bus
the left AC Transfer bus
the right AC Transfer bus
either the Captains or First Officers Flight Instrument Transfer bus
The HDG provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Left and right AC Transfer busses power items necessary for ETOPS that are not powered by the battery/standby
system. They are normally powered by the left and right AC busses but will be powered by the hydraulic driven
generator if both AC busses are unpowered. They do not transfer to the opposite main bus like the Flight
Instrument Transfer busses, but only to the HDG if both main AC busses are unpowered.
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Flight Instrument Transfer Busses if power is lost to both main AC busses, either the Captains or the First
Officers flight instruments are powered by the HDG depending on the position of the Flight Instrument Bus
Power switch. If the switch is off, the Captains instruments will be powered. If the switch is placed to the ALTN
position, the First Officers flight instruments will be powered after a 10-15 second loss of all electronic flight
instruments.
If on HDG power, the EFIS screens may blank on a go-around as the gear is retracted.
757 Differences
757 aircraft certified for ETOPS also have an HDG as an additional source of electrical power. It is powered by the
left hydraulic system and activates automatically (10-15 second delay) when both left and right main AC busses
are unpowered.
The HDG on the 757 supplies power to the same seven busses as the HDG on the 767ER, with one exception. There
is no Flight Instrument Bus Power switch on the 757. If the HDG is operating, it will provide power to the
Captains Flight Instrument Transfer bus with no option to power the First Officers instruments.
The 757 HDG also provides less DC power than the main battery so when the HDG first starts operating the Battery
Discharge light may illuminate until the battery drains to the power level produced by the HDG.
Electrical System Summary
Bus or Component
Normal Power Source
Backup Power Source(s)
Left AC bus
Left IDG
APU or right AC bus through the bus tie
Right AC bus
Right IDG
APU or left AC bus through the bus tie
Capt Flt Inst Transfer bus
Left AC bus
Right AC bus or HDG if both busses unpowered*
F/O Flt Inst Transfer bus
Right AC bus
Left AC bus or HDG if both busses unpowered*
Ground Service bus
Right AC bus
Ground Handling bus through switch on F/A panel
Ground Handling bus
External power or APU
None, only powered on the ground
Left Utility bus
Left AC bus
None
Right Utility bus
Right AC bus
None
Left Galley bus
Left Utility bus
None
Right Galley bus
Right Utility bus
None
Left TRU
Left AC bus
None
Right TRU
Right AC bus
None
Left DC bus
Left TRU
Right DC bus through the bus tie
Right DC bus
Right TRU
Left DC bus through the bus tie
Main Battery Charger
Ground Service bus
None
APU Battery Charger
Ground Service bus
None
Hot Battery bus
Main Battery Charger
Main Battery or HDG**
Battery bus
Left DC bus
Main Battery through the Hot Battery bus or HDG**
Standby AC bus
Left AC bus
Main Battery through Standby Inverter or HDG**
Standby DC bus
Battery bus
Main Battery or HDG**
HDG Aircraft Only
Left AC Transfer bus
Left AC bus
HDG only if both AC busses unpowered
Right AC Transfer bus
Right AC bus
HDG only if both AC busses unpowered
* Either the Captains or First Officers Flight Instrument Transfer bus on 767 aircraft with an HDG installed. On
the 757 with an HDG installed, only the Captains Flight Instrument Transfer bus can be powered from the HDG.
** If installed.
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Engines
The 757-200 is powered by two Pratt & Whitney PW2037 engines rated at 37,000 pounds of takeoff thrust each.
The 757-300 is powered by two Pratt & Whitney PW2040 engines rated at 40,000 pounds of takeoff thrust each.
Most domestic 767s are powered by two General Electric CF6-80A2 engines rated at 49,200 pounds of takeoff
thrust each but some domestic 767s are powered by two Pratt & Whitney PW4060 engines rated at 60,200 pounds
of takeoff thrust each.
767ERs are powered either by two General Electric CF6-80C2 engines or by two Pratt & Whitney PW4060 engines,
both of which are rated at 60,200 pounds of takeoff thrust each.
The N1 and N2 rotors are mechanically independent. The N2 rotor drives the accessory gearbox.
EPR, N1 and EGT are the primary engine indications for Pratt & Whitney engines and N1 and EGT are the primary
engine indications for General Electric engines. Primary engine indications are always displayed on the upper
EICAS display.
Secondary engine indications (N2, fuel flow, oil pressure, oil temperature, oil quantity and vibration) are
automatically displayed on the lower EICAS display when:
the displays initially receive electrical power
a secondary engine parameter is exceeded
TAI will be displayed near the N1 indicator on EICAS when engine anti-ice is on.
On the 757, if only a single source of engine bleed air is available, a TAI bug will be displayed on the appropriate
N1 gauge showing the minimum N1 required for anti-ice operation.
Normal operating ranges are displayed on engine instruments in white.
Oil pressure (except 767 P&W engines) and oil temperature have caution ranges indicated by amber bands. If the
caution range is reached, the readout, readout box and pointer all change to amber.
EGT has a max continuous limit indicated by an amber band. If EGT reaches the max continuous limit, the readout,
readout box, pointer and dial all change to amber, however the EGT indication is inhibited from changing to
amber for five minutes during takeoff or go-around. On some engines, the inhibit is extended to 10 minutes after
an engine failure.
N1, EGT, N2, oil pressure and oil temperature have operating limits indicated by red lines. If an operating limit is
reached, the readout, readout box and pointer all change to red.
Maximum EPR or maximum N1 is the maximum certified thrust limit for all phases of flight and varies with
ambient conditions. It is calculated by the Electronic Engine Controller (EEC) or the Thrust Management
Computer (TMC). If the EEC is operating normally, the thrust levers can be moved to the full forward stop and
max EPR or max N1 will not be exceeded.
Maximum EPR/N1 is indicated by an amber line on the EPR/N1 dial and indications do not change color when the
maximum is reached.
The crows foot is the reference or target EPR/N1. If its green, its a reference EPR/N1 calculated by the Thrust
Management Computer. If its magenta, its a target EPR/N1 calculated by the FMC.
The command sector is a white band that shows the difference between commanded thrust and actual thrust during
throttle movement.
REV is displayed above the EPR/N1 gauge when the reverser is activated. It will be amber when the reverser is in
transit and green when the reverser is fully deployed.
The Thrust Management Computer calculates the reference EPR/N1 for takeoff, climb, cruise, continuous and
go-around thrust. These modes can be selected on the Thrust Mode Select Panel (TMSP).
Assumed temperature for a reduced power takeoff may be set on the TMSP or in the FMS.
Reference EPR/N1 can be manually set for one or both engines using the knob on the engine indication control
panel, however the autothrottles will not respond to a manually set EPR/N1.
Electronic Engine Controller (EEC) Summary:
all EECs are powered by a dedicated permanent magnet alternator which is independent of airplane power
all EECs are Full Authority Digital Electronic Control (FADEC) except on the domestic 767 (GE engines with
the On-Inop switch). The thrust system on those airplanes is a hydromechanical engine fuel control with an EEC
unit that provides trim inputs to drive the engine to an EEC-computed thrust level
EPR is the primary mode for P&W engines and N1 is the primary mode for GE engines
autothrottles need the primary mode. If the primary mode is lost, the autothrottles wont work.
on the 757, the EEC switch is a power switch. It allows maintenance to power the EEC with ships power.
on the domestic 767 (GE engines), the EEC switch is an On-Off switch
on the 767ER (P&W and GE), the EEC switch is a mode switch. It allows switching to the Alternate mode
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no EECs will prevent EGT overtemps

P&W EECs will prevent EPR overboosts
all EECs will prevent N1 and N2 overspeeds
EECs on 767ER aircraft have Supplemental Control Units to automatically transfer EEC power to the Hot
Battery bus if the permanent magnet alternator fails
On most 757s, if N2 overspeeds to 105% due to a malfunction, the engine will roll back to 85% N2 and be
uncontrollable. The throttle will not control the engine and the engine will remain at 85% N2 until shut down. That
would be exciting on takeoff and, according to a ground school instructor, every time its happened the airplane
ran off the runway. On some airplanes with a more advanced fuel control unit, however, throttle control of the
engine may be regained after the roll back. There is no way for a pilot to tell which fuel control unit is installed.
On the 767 P&W, if N2 overspeeds due to a malfunction, the engine rolls back to idle.
On the 757, the fuel control selects minimum ground idle, minimum flight idle and approach idle, as necessary.
On the 767, there are only two idle speeds and the EEC selects either minimum idle or approach idle as necessary.
On some airplanes, rotating the engine start selectors to CONT will manually select approach idle.
With the Standby Engine Indicator switch in Auto, the display will be blank with AC power on the airplane and
EICAS is operative, but standby engine indications will be automatically displayed when:
AC power is lost (i.e. on Standby power)
EICAS has failed
either CRT has failed and Status is selected on the ground
On all airplanes, the start valves are downstream of the engine bleed valves. You can start an engine with its bleed
valve closed, which is what we normally do.
A max start limit (red radial) is displayed on the EGT indicator when the fuel control is in Cutoff and remains
displayed during start until the engine stabilizes in idle. (Not really; it often disappears before the EGT peaks.) The
EGT indication changes to red if the EGT start limit is reached during starting.
During start, the Engine Start Selectors control the start valve and the Fuel Control Switches control ignition and
fuel flow.
Minimum N2 for selecting Run during start is displayed as a magenta Fuel On command bug on the N2 indicator,
even though normal fuel-on N2 is 25%.
Max motoring speed is defined as when engine acceleration is less than 1% in 5 seconds.
Placing the Fuel Control Switch to Run opens engine and spar fuel valves and activates selected igniters if armed.
The Engine Start Valve light indicates the start valve is not in the commanded position or the valve is open with N2
above 50%.
Igniter Selector:
757s and some 767s selects one igniter (1 or 2) or both igniters in each engine to operate when directed by the
Engine Start Selector
some 767s selects one igniter (Single) or both igniters in each engine to operate when directed by the Engine
Start Selector. In Single, the igniter automatically alternates with each engine start.
on all airplanes, both igniters operate when the Engine Start Selector is in FLT regardless of this switch position
Engine Start Selector:
GND opens the start valve and arms the selected igniter(s). It is magnetically held until 50% N2.
AUTO released to AUTO at 50% N2 on start. Closes the start valve and terminates ignition. Selected igniters
(one or both) operate when flaps are extended (flap lever not up) or when the engine anti-ice is on.
OFF no ignition
CONT selected igniters (one or both) operate continuously. No time limit.
FLT both igniters operate continuously regardless of Ignition Selector position. No time limit.
Starter Duty Cycle:
continuous for 5 minutes
cool 30 seconds for each minute of operation
Stable start 1, 2, 3, 6, 1 on the engine instruments for EPR (if installed), N1, EGT, N2 and fuel flow respectively.
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Starter Re-Engagement:
recommended starter re-engagement speed (moving Engine Start Selector to GND) is 0% N2
normal starter re-engagement speed is 0-20% N2
engaging the starter with N2 above 20% is not recommended except in case of fire
engaging the starter with N2 above 30% may result in starter or gearbox damage
The Inflight Start Envelope is displayed inflight when the fire handle is in, the fuel control switch is in cutoff, N2 is
below idle, and both Primary and Secondary EICAS screens are displayed. If the current airspeed is too low for a
windmilling start, X-BLD is displayed above the N2 gauge and the Fuel On command bug is displayed on the N2
gauge.
Some 767s with GE engines have an auto relight feature. In flight or on the ground, if N2 drops below idle speed,
the EEC will energize both igniters in that engine.
Each engine has two igniters. Dual igniters are always used for inflight starts.
Main AC is the normal power source for the igniters and Standby AC is the backup source.
Engine and Spar fuel valves are controlled by the fuel control switch and the fire handle.
Eng Valve and Spar Valve lights illuminate momentarily as the valves open or close. Constant illumination indicates
the valve does not agree with the commanded position.
Fuel filters and oil filters will bypass if they become clogged.
767s and some 757s display an EICAS message if a fuel filter is clogged, but on some 757s, the only indication of a
clogged fuel filter is a Status message.
Oil heats the fuel and fuel cools the oil in the fuel/oil heat exchanger. Automatic full-time fuel heat.
There are two independent oil pressure sensors. One supplies information to the oil pressure gauge and the other
supplies information to the discrete oil pressure light on the forward panel and for the EICAS low oil pressure
message. Actual low oil pressure would show on all three.
The white band at the bottom of the oil quantity indication is for crew awareness only. There is no minimum oil
quantity inflight, so there are no flight crew procedures based solely on low oil quantity.
Thrust Reversers are hydraulically operated on the 757 and some 767s, and pneumatically operated on some 767s.
They are available only on the ground. An interlock prevents inadvertent actuation and electromechanical locks
protect in the event of additional system failures.
767s have an auto restow feature to apply hydraulic or pneumatic pressure if an uncommanded thrust reverser
unlock is sensed.
When the reverse thrust levers are pulled aft to the interlock position, the autothrottles disengage, if engaged, and the
speedbrakes deploy if not already deployed.
On the 767, the REV ISLN light above the fuel control switches indicates a fault is detected in the thrust reverser
system. It will be accompanied by a REV ISLN VAL EICAS message. Additional system failures may cause
inflight deployment, however the light and the associated EICAS messages are inhibited in flight. On the 757,
there is no discrete light above the fuel control switches, but the EICAS message will be displayed if on the
ground.
On the Vibration indicator, the vibration source with the highest vibration (N1 or N2 for P&W engines; FAN, LPT
or N2 for GE engines), is displayed. If the vibration source is unknown, the average vibration is displayed and BB,
for broadband, is indicated.
There are no vibration limitations and no flight crew procedures based solely on vibration indications.
APU
The APU generator can supply power for all of the airplanes electrical needs up to the maximum operating altitude.
The APU can also supply bleed air to run both air conditioning packs or start a single engine. Bleed air is available
up to approximately 17,000 feet.
Fuel is provided from the left wing tank through a DC fuel pump if only battery power is available or from the left
forward AC fuel pump if AC power is available.
The aircraft battery (with the Battery switch On) and the APU battery are required to start the APU on the ground.
The purpose of the APU battery is to start the APU without draining the aircraft battery.
Placing the APU switch to Start begins a start cycle which opens the APU inlet door, opens the APU fuel valve and
turns on the AC or DC electric fuel pump. The APU Fault light will flash momentarily during start as the fuel
valve opens. The Run light will flash twice, the first time is a self-test and the second time is starter engagement.
The APU Run light will illuminate when the APU is at operating speed.
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The APU starter duty cycle is three start attempts in a 60-minute period.
Turning the APU switch off will close the APU bleed valve if open and start a 90 second cool down. If the APU
bleed valve has been closed for 90 seconds or more before the switch is turned off, the APU will shut down
immediately.
The APU Fault light will illuminate momentarily during start and shut down as the fuel valve opens or closes.
If the APU is turned off and the APU Run light is still illuminated (during the cool down), turning the switch to Start
and releasing it to On will cancel the shutdown signal and the APU will keep running.
If a fault is detected, the APU Fault light on the APU panel and an APU FAULT EICAS message will illuminate
and the APU will shut down without the 90-second cooling period.
The APU Fault light and APU FAULT EICAS message are inhibited when the APU switch is Off.
The fault system can be reset by turning the APU switch to Off and then back to On. If the Fault light is
extinguished after selecting On, one restart may be attempted. However, if an APU Fuel Valve message is
displayed on EICAS, the fuel valve disagrees with the commanded position and a restart should not be attempted.
The APU will shut down automatically without the 90-second cool down if a fire is detected when on the ground
with both engines shut down.
Fire Protection
The discrete Fire Warning light on the forward panel indicates an engine, APU, wheel well or cargo fire is detected.
The discrete Wheel Well Fire warning light on the forward panel indicates a fire is detected in one or both main gear
wheel wells. There is no detection in the nose gear wheel well.
The Engine Overheat light on the Engine Fire Panel indicates an engine overheat is detected.
The Engine Fire Warning light in the Engine Fire Switch indicates an engine fire is detected.
The Fuel Control Switch Fire light indicates an engine fire is detected.
The Engine Bottle Discharged light indicates the bottle has discharged or has low pressure.
Engine Fire Switch:
arms both engine fire bottles
silences the fire bell
closes the engine and spar fuel valves
(6 items)
closes the engine bleed valve
trips the generator
shuts off hydraulic fluid to the engine-driven hydraulic pump
The APU Fire Bottle Discharged light on the Cargo and APU Fire Panel indicates the bottle has discharged or has
low pressure.
The APU Fire Warning light in the APU Fire Switch indicates an APU fire is detected.
APU Fire switch:
arms the APU fire bottle(s)
shuts down the APU
(6 items)
closes the APU fuel valve
closes the APU bleed valve
trips the APU generator
The Cargo Fire Warning light indicates smoke is detected in the associated cargo compartment (FWD or AFT).
The Cargo Fire Bottle Discharged light indicates the bottle has discharged or has low pressure.
Forward Cargo Fire Arm switch:
arms all cargo fire bottles for the forward cargo compartment
turns off both recirc fans
Aft Cargo Fire Arm switch:
arms all cargo fire bottles for the aft cargo compartment
turns off the right recirc fan on the 757 and both recirc fans on the 767
inhibits high flow from both packs (767 only)
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Summary of Cargo Fire Arm switches: bells, bottles, fans and valves
bells silences the fire bell
bottles arms all fire bottles
fans
- on the 757, turns off both recirc fans if the forward cargo compartment is armed and only the right recirc fan
if the aft cargo compartment is armed. The left recirc fan is part of the E/E cooling system, so Boeing wants
it on if possible. It will be turned off for a fire warning (smoke) in the forward cargo compartment because
thats close to the E/E compartment, but not for a fire warning in the aft cargo compartment.
- on the 767, E/E cooling is not a problem, so both recirc fans turn off for a fire warning in either the forward
or aft cargo compartments
valves
- on the 757, the E/E compartment overboard exhaust valve will latch open if the left recirc fan is turned off
(forward cargo compartment fire warning only)
- on the 767, all cargo compartment inflow and outflow valves close to avoid feeding the fire with oxygen and
to keep Halon from the fire bottles inside the compartment
There are fire detection and extinguishing systems for the engines, APU, cargo compartments and lavs, and overheat
detection systems for the engines, struts and pneumatic ducts in the wing and body areas.
Fire and overheat bells and beepers can be silenced, but warning or caution lights remain illuminated as long as the
fire or overheat is detected.
The SYS FAIL light indicates complete failure of the detection system for an engine fire, engine overheat, APU fire
or cargo fire detection system, but not for the wheel well fire detection system. Note the vertical white line on the
Fire/Overheat Test Panel between the WHL WELL test switch and the ENG/APU/CARGO test switch. It indicates
the wheel well detection system is not included in system fail monitoring.
The System Fail Reset switch extinguishes the Fail light and resets the system to monitor the other non-failed
fire/overheat systems.
The engines have two detector loops in each nacelle that detect both fire and overheat. A fire is a warning and an
overheat is a caution. Both loops must sense a fire or overheat before the signal is sent.
The APU has two detector loops in the APU compartment that detect fire only. Both loops must sense a fire before
the signal is sent.
Each cargo compartment has two smoke detectors. Both detectors must sense a fire (detect smoke) before a fire
signal is sent.
The main wheel wells have a single-loop fire detection system, but no extinguishing system (except lowering the
landing gear). The detection system will not trigger on hot brakes without an associated fire. The nose gear wheel
well does not have a detection system or an extinguishing system (except lowering the gear).
There are two engine fire bottles. Either or both bottles can be discharged into either engine.
Some airplanes have two APU fire bottles and some airplanes have only one APU fire bottle.
The APU automatically shuts down if a fire is detected on the ground if both engines are shut down.
In addition to the cockpit warnings for APU fire, the horn on the nose gear strut sounds intermittently and the fire
warning light on the APU ground control panel illuminates if a fire is detected on the ground.
The engine and APU fire switches are mechanically locked down to prevent inadvertent activation. If a fire is
detected, the switch is electrically unlocked and may be pulled up. The fire switch may also be manually unlocked
by pushing the override switch located beneath it.
On the 757-200, pressing the Number 1 cargo fire discharge switch discharges the first bottle into the selected
compartment immediately. The second bottle is manually discharged at a later time into the same compartment to
maintain the required concentration of extinguishing agent in the compartment.
On the 757-300 and 767, there is only one cargo fire discharge switch. Pressing the switch discharges the first bottle
into the selected compartment immediately. The second bottle is automatically discharged at a later time at a
reduced discharge rate into the same compartment. The 767ER actually has three fire extinguisher bottles. The
second and third ones are discharged automatically at a later time.
Since the cargo fire detectors detect smoke, the fire-extinguishing agent may cause the detectors to indicate a fire
still exists even after it has been extinguished.
Each lavatory has a single smoke detector that will sound in the lavatory if smoke is detected. Some 757-200 aircraft
will annunciate in the cabin as well and 757-300 aircraft have a LAV SMOKE light in the cockpit. Each lavatory
also has a single fire extinguisher in the waste container that will discharge automatically if necessary.
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The engine and APU fire detectors are continuously monitored for faults and tested automatically whenever power
is first applied or transferred from one source to another, and may also be tested manually with the test switch.
The cargo compartment smoke detectors are tested only when power is first applied or transferred from one source
to another or when tested manually with the test switch.
The wheel well fire detection system is not monitored and is tested only when the test switch is pressed.
Flight Controls
Moving the control column opposite the direction of trim will stop the stab from trimming.
Some airplanes have Alternate Stab Trim levers and some have Alternate Stab Trim switches on the control stand.
Both will override or neutralize conflicting trim commands. The levers mechanically signal stab movement and
the switches electrically signal stab movement.
The green band on the Stab Trim indicator indicates the allowable takeoff trim range.
An Off flag in the Stab Trim indicator means the indicator is inop. Missing data in the indicator means other
malfunctions exist.
With Stab Trim Cutout switches in Norm, hydraulic pressure is supplied to the related stab trim control module. In
Cutout, hydraulic pressure to the stab trim module is shut off.
The Unscheduled Stab Trim light indicates an uncommanded stabilizer motion is detected.
The Stab Trim light indicates the stabilizer trim rate is the normal control wheel trim rate (only one trim module).
The Mach Speed Trim light (757 only) indicates the Mach/speed trim system is inoperative.
The Yaw Damper switches turn the yaw dampers on and off.
The Yaw Damper Inop light indicates the yaw damper is off or inoperative.
The Rudder Ratio light indicates the rudder ratio system has failed or left hydraulic system pressure is not available.
The Flight Control Shutoff switches on the Accessory panel open and close the flight control hydraulic valves to the
wings and tail.
The Speed Brakes light indicates the speedbrakes are extended while airborne with the flaps in a landing position or
when the radio altitude is 800 feet or below. On the 757-300 the light will also illuminate if the speedbrakes are
extended and an engine thrust lever is forward of flight idle for more than 15 seconds.
The Auto Speedbrake light indicates a fault is detected in the automatic speedbrake system or, on aircraft with
blended winglets, a fault in the speedbrake load activation system is detected.
The Spoilers light indicates one or more spoiler pairs are not in the commanded position.
The Aileron Lockout light (767 only) indicates the aileron lockout actuator disagrees with the commanded position.
The Trailing Edge light indicates a flap disagree or asymmetry exists or the flap load relief system is not operating
when required.
The Leading Edge light indicates a slat disagree or asymmetry exists.
There is no manual reversion on these airplanes.
Spoilers operate differentially to assist ailerons for roll control and symmetrically as speedbrakes.
The control columns and wheels are connected through jam override mechanisms. If a jam occurs, applying force to
the other column or wheel will overcome the jam, although some control effectiveness may be lost.
The rudder pedals are rigidly connected between the two sides.
All airplanes have two elevators, a moveable horizontal stabilizer, and a single rudder. The 757 has two ailerons and
ten spoilers. The 767 has four ailerons and 12 spoilers.
The 757 has a Mach/speed trim system that automatically moves the stabilizer when the autopilot is not engaged to
improve speed stability.
Aircraft with blended winglets have a Speedbrake Load Alleviation System to protect the wing from a high gross
weight, high speed, pitch up maneuver. Under certain circumstances, speedbrake lever travel is restricted to 50%.
If the speedbrake lever is moved past the 50% position, it will automatically return to 50%. The pilot may override
the system with additional force and hold the lever at positions greater than 50% (probably a bad idea).
Two elevator feel systems provide artificial feel forces to the control columns. The 757 elevator feel system uses the
center and right hydraulic systems and the 767 elevator feel uses the left and center hydraulic systems. (These are
the same hydraulic systems used by stab trim and theyre printed on the console under the stab trim cutout
switches.) Mechanical springs provide elevator feel if both hydraulic systems to the elevator feel system are inop.
Stab trim is powered by the center and right hydraulic systems on the 757 and by the left and center hydraulic
systems on the 767. (Just look at the console; the hydraulic systems are printed under the cutout switches.) There
are two trim modules, one for each hydraulic source.
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The Stab Cutout switches can be used to remove hydraulic power to the trim control modules.
Types of trim:
Electric trim uses the dual pitch trim switches on the control wheel
Alternate trim uses the levers or switches on the control stand. Alternate trim overrides or neutralizes any other
conflicting trim inputs
Automatic trim is used by the autopilot. Automatic trim uses only one control module and trims at the normal
control wheel or alternate trim rate.
Mach/speed trim (757 only) applies automatic trim when the autopilot is not engaged using one control module at
the normal control wheel trim rate to improve speed stability. All other trim methods inhibit Mach/speed trim.
The left autopilot can only use the trim module under the left cutoff switch (center hydraulics on the 757, left
hydraulics on the 767) and the right autopilot can only use the trim module under the right cutoff switch (right
hydraulics on the 757, center hydraulics on the 767). The center autopilot, however, can use the trim module under
either cutoff switch.
If a single autopilot is engaged, electric trimming causes it to disengage.
If multiple autopilots are engaged, the electric trim switches are inhibited.
Alternate trimming does not cause autopilot disengagement, but will cause the Unscheduled Stab Trim light to
illuminate.
The Pitch Enhancement System (767 only) uses a hydraulic motor in the right hydraulic system to drive a pump in
the left system (a Power Transfer Unit) that uses trapped left trim fluid to trim the stabilizer. It automatically
operates if both left and center hydraulic systems fail and uses the electric trim switches to trim the stab at the
normal rate. Alternate and automatic trim will be inoperative.
Roll control is provided by ailerons and spoilers. Control wheel forces increase as control displacement increases.
One of the three hydraulic systems is necessary to set aileron trim.
If aileron trim is changed with an autopilot engaged, the control wheel and ailerons will move to the new trimmed
position when the autopilot is disengaged. Prohibited by airplane limitations.
The aileron lockout system (767 only) permits full travel of the outboard ailerons at low airspeeds and locks them
out at high airspeeds. The AIL LOCK light indicates the aileron lockout actuator is not in the commanded
position. There may be too much or too little movement of the outboard ailerons available.
The rudder ratio system uses left hydraulic pressure and inputs from the air data computer to reduce rudder
displacement at high airspeeds. The RUDDER RATIO light indicates the system has failed and the left hydraulic
actuator to the rudder has been automatically depressurized to reduce rudder throw at high airspeeds.
The yaw dampers improve turn coordination and Dutch roll damping. The Inop light illuminates when a yaw
damper is inoperative or when the IRUs are not aligned.
On the 757, the number 4 and 9 spoiler panels do not operate in flight, but all panels extend on the ground. On the
767, all panels extend both in flight and on the ground.
If the speedbrakes are armed, the lever will move to Up and the speedbrakes will extend on landing when the main
gear are on the ground (not tilted) and the thrust levers are at idle. If the speedbrakes are not armed, the lever will
move to UP and the speedbrakes will extend when on the ground (landing or rejected takeoff) and either thrust
lever is moved to the reverse idle detent.
The Auto Speedbrakes light will illuminate to indicate a fault in the auto speedbrake system that may result in the
loss of auto speedbrake extension. If the speedbrake lever is armed, the light may indicate a fault that could extend
the speedbrakes in flight. Place the lever in the Down position and operate the speedbrakes manually.
Flaps are measured in units, not degrees. Flaps 30 on a 767ER is much more extension than Flaps 30 on a domestic
airplane.
Flaps 1, 5, 15 and 20 are takeoff flap positions for the 757-200 and the 767. The 757-300 does not use Flaps 1 for
takeoff. Flaps 25 and 30 are normal landing flap positions. Flaps 20 is used for some non-normal landings.
757 Slat and Flap Sequencing:
Up to 1: flaps move to 1, slats move to the midrange position after the flaps have moved some
1 to 5, 15 and 20: slats stay in the midrange position, flaps move to the commanded position
20 to 25: slats move to the landing position, flaps move to 25
25 to 30: slats stay in the landing position, flaps move to 30
the sequence is reversed during flap retraction
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767 Slat and Flap Sequencing:

Up to 1: slats move to the midrange position, flaps stay up
1 to 5, 15 and 20: slats stay in the midrange position, flaps move to the commanded position and inboard ailerons
droop
20 to 25: slats move to the landing position, flaps move to 25
25 to 30: slats stay in the landing position, flaps move to 30
the sequence is reversed during flap retraction
The gate at Flaps 20 prevents inadvertent retraction of flaps beyond the go-around position. The gate at Flaps 1
prevents inadvertent retraction of the slats.
Flap Load Relief on the 757 and a few 767s, if the flaps are at 30 and Flaps 30 speed is exceeded, the flaps
automatically retract to 25. On most 767s, if the flaps are at 25 or 30 and the placard airspeed is exceeded, the
flaps automatically retract to 20. The flaps will automatically re-extend when airspeed is reduced. If the Flap Load
Relief fails to operate when it should, the Trailing Edge light will illuminate and the FLAP LD RELIEF EICAS
message will display.
Autoslats (757 only) if the slats are in the midrange position and a stall signal is received from the stall warning
system, the slats will automatically extend to the landing position. The slats will automatically retract to the
midrange position a few seconds after the stall signal is removed.
Control Column Nudger (767 only) if the flaps are retracted and the angle of attack continues to increase after a
stall warning, a control column nudger moves the control column forward. Flaps must be up for the nudger to
operate.
The Alternate Flaps switch removes hydraulic power and arms the selected electric actuator. (Schoolhouse
answer.)
The Alternate Flap switches:
disable normal control
arm the alternate mode
engage the electric motors
the flap lever no longer controls both the flaps and slats (757) or the selected flaps or slats (767)
On the 757, there is only one hydraulic shutoff valve and either ALTN TE or LE switch shuts off hydraulics to both
the flaps and slats. The flap lever no longer controls the flaps and slats when either ALTN switch is selected.
On the 767, there are two hydraulic shutoff valves, one for the flaps and one for the slats. The ALTN switch shuts
off either the flaps or the slats, depending on which switch is selected. The flap lever will continue to control
whichever system is not selected.
Alternate flap and slat extension is limited to Flaps 20.
On the 757, the LE slats extend to the landing position at Flaps 20 when the alternate extension system is used.
Flap and slat operating times are greatly increased when using the alternate mode.
Flap and slat operating times are also greatly increased in the normal mode when the HDG is operating.
A Leading Edge Slat Disagree indicates the slats are not driving toward their commanded position and disagree with
the flap lever. On the 757, hydraulic power to both flaps and slats is automatically shut off.
A Leading Edge Slat Asymmetry indicates the slats are not extending symmetrically. On the 757, hydraulic power to
both flaps and slats is automatically shut off. On the 767, hydraulic power to the slats is automatically shut off.
A Trailing Edge Flap Disagree indicates the flaps are not driving toward their commanded position and disagree
with the flap lever. On the 757, hydraulic power to both flaps and slats is automatically shut off.
A Trailing Edge Flap Asymmetry indicates the flaps are not extending symmetrically. On the 757, hydraulic power
to both flaps and slats is automatically shut off. On the 767, hydraulic power to the flaps is automatically shut off.
Leading Edge and/or Trailing Edge Disagreements may occur if the flap lever is out of a detent for an extended
period of time. In this case, putting the lever into the detent will solve the problem.
Flight Management and Navigation
The FMS is a goes to machine. It only goes direct to waypoints or goes inbound on a course to a waypoint. All
courses entered on the LEGS or DIR/INTC page must be courses to a waypoint, never the radial from a waypoint.
Waypoint Format Examples:
Place Radial/Distance LAX090/50
Place Radial/Place Radial LAX360/SBA090
Latitude and Longitude N3739.5W08245.8
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Waypoints along route LAX/50 or LAX/-25

Altitude Constraints on the Legs page:
Cross at 2,000 or FL350 enter 2000 or 350
At or below 14,000 enter /140B
At or above 14,000 enter /140A
Between 14,000 and 16,000 enter /140A160B (A before B alphabetical order)
Speed constraints must be accompanied by an altitude constraint, but altitude constraints dont require a speed
constraint.
When CLB DIR or DES DIR are executed, all altitude constraints between the airplanes current altitude and the
MCP altitude are deleted and the airplane climbs or descends directly to the MCP altitude.
Any changes to a holding pattern made after entering holding will become effective after the airplane passes the
holding fix again, i.e. during the next turn in holding.
When Exit Hold is executed the airplane will turn immediately toward the holding fix, terminate the holding pattern,
and continue on the programmed route.
To delete a holding pattern before you get to it, use the waypoint bypass or delete waypoint procedure on the Hold
At line.
If the FMS Offset route is more than 2 miles from the original course, the FMS computes a 45 intercept to it. If
the offset route is 2 miles or less from the original course, the FMS computes a 10 intercept. The same intercept
angles are used when returning to the original route from an offset. To delete an offset, use the Delete key or enter
a 0 for the offset mileage on Route page 1.
Pressing the Activate button for RTE 2 automatically brings up the DIR/INTC page for Route 2 so you can select
the appropriate fix before executing the new route.
Fuel quantity USE prompts on Progress page 2 are only displayed if the difference between the Totalizer and
Calculated fuel is 3,000 pounds or more. There will be an alert message in the scratch pad directing you to
Progress page 2 in this case. (You might have a fuel leak.)
If an FMC fails, its associated LNAV and VNAV functions will be inop. Select the opposite autopilot and opposite
FMC to use LNAV and VNAV from the other FMC.
Some aircraft have two independent alternate navigation systems in case both FMCs fail. Select CDU-L and CDU-R
to access the IRS-based alternate navigation systems. Only the IRS-Legs page and IRS-Progress page will be
operational and all new waypoints must be entered as latitude and longitude.
Three Inertial Reference Units (IRUs) are installed on 757-200s and 767s. The 757-300 has three Air Data/Inertial
Reference Units (ADIRUs) that combine the functions of an IRU with an Air Data Computer (ADC).
The IRUs provide data to the RDMI, HSI, ADI and VSI. (You can remember this because IRU starts with I and
all the other instruments end in I.)
The left IRU provides data to the Captains ADI, HSI, VSI and the First Officers RDMI.
The right IRU provides data to the First Officers ADI, HSI, VSI and the Captains RDMI.
The center IRU is an alternate source of data for either or both pilots instruments.
Full alignment requires present position to be entered and takes 10 minutes to complete. Quick alignment takes 30
seconds. (Alignment actually depends on latitude. It will be faster than 10 minutes at the equator and the IRUs
wont align at all at the North Pole.)
Track, wind and heading on the overhead IRS panel are all referenced to True North.
Flashing Align lights indicate:
the IRUs have been in align mode for more than 10 minutes without a present position entered
an incorrect present position was entered (a significant difference from the shutdown position)
the airplane was moved during alignment
The ON DC light during alignment means the IRU is testing its backup source of DC power.
The ON DC light during operation means the IRU has lost its primary source of power (AC) and is operating on
backup DC power.
The DC FAIL light indicates the IRU has lost its backup source power (DC) but is operating normally on AC power.
After loss of both AC and DC power to the IRU, all lights for the IRU on the overhead panel will be out and flags
will appear in the affected instruments (ADI, HSI, VSI, opposite RDMI) if power to those instruments is available.
The IRU FAULT light indicates a fault is detected and the IRU must be considered unreliable.
When on Standby power, some airplanes will depower the right IRU after 5 minutes and some airplanes will
depower the left and center IRUs after 5 minutes to save battery power. The remaining IRU or IRUs will stay
powered until battery depletion. Refer to the Differences section in Volume 1.
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IRUs cannot be realigned in flight, but if power is restored after they have shut down, they can be re-powered and
used in Attitude mode. Maintain straight and level flight for 30 seconds while attitude is measured. Heading must
be entered manually on the overhead panel.
Two Air Data Computers (ADCs) are installed on 757-200s and 767s. The ADCs receive pitot and static inputs from
their respective pitot static probes and ports. 757-300s have three ADIRUs instead, as described above.
Airspeed indicators and altimeters receive information from their respective Air Data Computer, with the opposite
ADC serving as an alternate source.
The light on the altimeter indicates approaching an MCP selected altitude. It comes on 750 feet prior to the selected
altitude and goes off 250 feet prior to the selected altitude. The light on the altimeter, the Altitude alert light on the
forward panel, an EICAS message, the Master Caution light and beeper activate when deviating 250 feet from the
MCP altitude. Cautions and alerts are inhibited with the gear down except for the light on the altimeter.
Each VSI receives inputs from its respective IRU, which gets inputs from its respective ADC, with the center IRU
serving as an alternate source.
757-200s and 767s have a Standby Attitude Indicator, Standby Altimeter and Standby Airspeed Indicator. The
757-300 has an Integrated Standby Flight Display (IFSD) which combines all three instruments into one display.
On the Standby Attitude Indicator/IFSD the ILS/APP and B/CRS positions display information from the center ILS.
Bars on the Standby Attitude Indicator/IFSD are deviation indicators only. They are not flight director commands
and will not guide you to the course or glideslope.
The Standby Altimeter/IFSD uses the alternate static source with no ADC corrections.
The Standby Airspeed Indicator/IFSD uses the alternate static source and an aux pitot boom with no ADC
corrections.
The Flight Recorder is on anytime an engine is running or anytime in flight with electrical power available.
The Cockpit Voice Recorder continuously records all inputs anytime electrical power is applied to the airplane.
During test, the needle (if installed) displaces to the green band if all four channels are operating. To erase, hold
the erase switch for 2 seconds while on the ground with AC power applied and the parking brake set. (Erased and
recorded-over conversations can often be recovered, however, so dont be too confident.)
The Electronic Flight Instrument System (EFIS) consists of an ADI and an HSI for each pilot.
There are three Symbol Generators to create images on the EFIS.
The left Symbol Generator receives inputs from the left IRU, left ILS and left radio altimeter.
The center Symbol Generator receives inputs from the center IRU, center ILS and center radio altimeter.
The right Symbol Generator receives inputs from the right IRU, right ILS and right radio altimeter.
Normally the left Symbol Generator supplies inputs to the Captains EFIS and the right Symbol Generator supplies
inputs to the First Officers EFIS. The center Symbol Generator can be used as a backup for either or both.
SIR EFI is a good way to remember what the EFI source switch controls. It will select the center symbol
generator, the center ILS and the center radio altimeter.
The ADI receives attitude and ground speed information from its respective IRU through the symbol generator.
Instrument Source Selectors:
for F/D flags or no F/D bars, select a different flight director
for Map or Vtrack on the HSI, select the alternate FMC
for symbol generator, ILS or Radio Altimeter problems, select the alternate EFI
for attitude, heading, vertical speed and opposite RDMI heading problems, select the alternate IRS
for airspeed, altimeter and flight instrument problems, select the alternate Air Data Computer
The Thrust Management Computer provides inputs to the Fast/Slow speed indicator on the ADI.
Radio altitude is displayed in the upper right corner of the ADI when below 2,500 feet AGL.
DH alerting resets when climbing 75 feet above the set DH on a go-around or after touchdown on landing. Selecting
a negative DH hides the DH display.
LOC and G/S scales appear when an ILS frequency is tuned. The LOC pointer appears when the signal is received
and the G/S pointer appears if the signal is received and on a front course intercept heading.
The runway symbol appears when below 2,500' AGL and rises to meet the airplane symbol when below 200' AGL.
Two Flight Management Computers (FMC) are installed.
In flight, the Flight Management System will automatically tune two DMEs from a VOR or Localizer to create a
radio position. The radio position is averaged with the inertial position from the IRUs to create the FMS position,
which the FMS assumes is the airplanes actual position.
The FMS will auto tune the DMEs only when in the Map or Plan mode.
Anytime a VOR or Localizer is tuned, either manually or automatically, the correct DME is also tuned.
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The Captains HSI receives map data from the left FMC through the left symbol generator. The First Officers HSI
receives map data from the right FMC through the right symbol generator.
In Full and Expanded VOR and ILS modes the actual heading is at the top of the case, the magenta Captains bars
are the MCP heading and the white drift angle pointer is the aircrafts actual track computed by the IRS.
In Map mode the aircraft track (not heading) is at the top. The white line in the middle of the HSI is the aircraft
track, the white triangle is aircraft heading, and the magenta Captains bars are MCP heading.
Each segment on the trend vector is 30 seconds long. A maximum of three will be displayed.
Green NAVAIDs (two) displayed on the HSI are the ones being automatically tuned for DME updating by the FMS
or were manually tuned from the VOR panel.
Full deflection on the VNAV vertical deviation scale (football) indicates a deviation of 400 feet or more.
With NAVAID selected, all NAVAIDs are displayed if the range is set at 40 nm or less. If the range is set at greater
than 40 nm only the high-altitude NAVAIDs are displayed.
With Airport selected, all airports in the FMC database are displayed if in range.
With Waypoint selected, waypoints (not necessarily those on the flight path) are shown in blue if range is 40 nm or
less.
Data from the left VOR is displayed on the Captains HSI if a VOR mode is selected and data from the right VOR is
displayed on the First Officers HSI if a VOR mode is selected.
All three ILS receivers are simultaneously tuned with the panel on the pedestal. Left LOC and G/S are displayed on
the Captains ADI and HSI and right LOC and G/S are displayed on the First Officers ADI and HSI. Center LOC
and G/S raw data is displayed on the Standby Attitude indicator when ILS is selected on the instrument.
Each ILS receiver supplies data to its respective Flight Control Computer (FCC).
Turning the ILS tuning knob to the Park position turns off the ILS receivers, removes displays from the instruments,
and shows Park or dashes in the tuning window.
DME on the RDMI is controlled by the HSI mode selector. In VOR, MAP and PLAN modes the DME is to the
VOR station currently tuned, either manually or automatically. In ILS modes, the DME is to the tuned ILS and an
L for Localizer is indicated before the mileage number. Dashes appear if the DME information is not available
and the window is blank if the DME is inop.
The ADF sends bearing information to the RDMI. ANT is for better audio reception, but no bearing data is sent. The
Tone switch should normally be off.
Except for the 767ER, only a left ADF is installed, but the control head still has two windows and a transfer switch.
Selecting ADF on the right pointer on the RDMI freezes the wide needle in its last position and the Bearing
Pointer flag appears. On the 767ER, two ADFs are installed and bearing to tuned ADF stations is displayed on the
HSI (green arrows) regardless of HSI mode selection. The RDMIs will show bearing to both stations if ADF is
selected for both pointers. To park the ADF and remove the green arrows from the HSI, tune to frequency 100.0.
Fuel
Do not reset any fuel boost pump circuit breaker.
The main tank pump Press lights indicate the pump output pressure is low. The pump switch may be on or off.
The center tank pump Press lights indicate the pump output pressure is low or the associated engine N2 is below
50% with the pump switch on. Center tank Press lights and EICAS messages are inhibited when the pump
switches are off.
The Crossfeed Valve light indicates a crossfeed valve is not in the commanded position.
Fuel Config light:
757: 1,800 lb. fuel imbalance
767: 2,000 500 lb. fuel imbalance
less than 2,200 lbs. in either main tank (LOW FUEL EICAS message too)
center tank pumps off with more than 1,200 lbs. in the center tank
Fuel temperature is measured in the right main fuel tank (757) or the left main fuel tank (767).
Each fuel tank has two AC-powered fuel pumps. A single pump can supply sufficient fuel pressure to operate one
engine under all conditions.
Center tank pumps have approximately twice the output pressure of the main tank pumps and will override them so
that center tank fuel is used before main tank fuel.
To reduce electrical loads, center tank pumps are inhibited when the associated engine N2 is below 50%, so a center
tank pump will be off, even with the switch on, when the respective engine is shut down. When the engine
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accelerates through 50% N2 on start, the pump will operate if the switch is on. (But we dont start engines with the
center tank pump switches on to prevent UFI lockout.)
LEFT and/or RIGHT FUEL SYSTEM PRESSURE EICAS messages will display if all fuel pumps have low output
pressure or if all fuel pumps on one side have low output pressure and the crossfeed valve(s) is closed. Fuel pump
low pressure messages are inhibited by low fuel system messages.
APU fuel is supplied from the left fuel manifold. The left main fuel tank has a DC-powered fuel pump to
automatically supply the APU when AC power is not available and the APU selector is on. There are no controls
or indications for this pump. If AC power is available and the APU selector is on, the left forward AC fuel pump
operates automatically regardless of switch position and the DC pump is turned off.
Some airplanes have two crossfeed valves and some airplanes have one crossfeed valve. On airplanes with two
valves, only one is required to successfully crossfeed. A Valve light indicates the valve does not agree with the
commanded position.
Fuel system low pressure messages are inhibited with the crossfeed valve(s) open.
757 aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to the left
main tank beginning when the left main tank is approximately half empty.
767ER aircraft are equipped with a center tank fuel scavenge system which transfers fuel from the center tank to
both main tanks beginning when the main tanks are approximately half empty.
Engines may suction feed directly from the fuel tanks if fuel pump pressure is low, however, at high altitude, thrust
deterioration or flameout may occur due to dissolved air in the fuel coming out of solution and restricting fuel flow
through the suction feed line. Eventually, the dissolved air in the fuel will be depleted and the engine may be
capable of suction feed at cruise power.
Fuel Jettison (767ER only) fuel will jettison at approximately 1,300 ppm and fuel will jettison on the ground if the
system is activated. There is no ground safety switch.
The FMC discontinues fuel value calculations and uses the totalizer value during fuel jettison. When fuel jettison is
complete the calculated value will reset to the totalizer value.
Fuel Tank Capacities
Airplane
Some 757-200s
Some 757-200s
Some 757-200s
Some 757-200s
Some 757-200s
757-300
767 Domestic
767ER
Left Main
14,600
14,600
14,579
14,981
15,000
14,921
40,100
41,000
Right Main
14,600
14,600
14,579
14,981
15,000
14,921
40,100
41,000
Center
46,200
46,400
46,391
47,021
47,000
47,980
30,000
80,400
Total
75,400
75,600
75,549
76,983
77,000
76,822
112,000
162,400
Hydraulics
The System Pressure light indicates system pressure is low.
The Reservoir light indicates reservoir quantity or pressure is low on the 757. On the 767, it indicates only the
reservoir quantity is low.
Turning the Engine Pump switch on allows the pump to pressurize when the engine rotates. Off depressurizes the
pump but cooling fluid is still circulated through it.
The Electric Pump switch turns the electric pump on or off.
Electric and Air Demand Pump switches (767):
Off the pump is off
Auto the left and right electric pumps operate only when engine pump pressure is low. The center ADP pump
will operate only when both center electric pump pressures are low or when high load items are selected or when
the left center electric pump is isolated.
On the pump operates continuously
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October 31, 2015
148
The Pump Pressure light indicates pump output pressure is low. For demand pumps, the light only illuminates if the
pump has been signaled to operate and its output pressure is low.
The Pump Overheat light indicates pump temperature is high.
Hydraulic quantity of 1.00 is the normal service level. RF is displayed when the reservoir requires refilling.
The Ram Air Turbine (RAT) switch manually deploys the RAT. The RAT will deploy in the air or on the ground.
The Ram Air Turbine Unlocked light indicates the RAT is not stowed and locked.
The Ram Air Turbine Pressure light (green) indicates the RAT is deployed and is producing hydraulic pressure.
There are three independent hydraulic systems; left, center and right.
Flight controls are distributed so that any one hydraulic system can provide adequate controllability.
Hydraulic system reservoirs are pressurized by the bleed air system.
Fluid to engine-driven hydraulic pumps flows through a shutoff valve controlled by the engine fire switch. Pulling
the fire switch shuts off the flow of fluid to the pump. This is different than turning the pump switch off. Cooling
fluid still circulates when the pump is turned off, but all fluid is shut off when the fire switch is pulled.
High load hydraulic items are flaps, slats, landing gear and nosewheel steering (flaps, slats, gear and steer). On the
767, ground spoilers are high load items when describing when the ADP operates.
757 Hydraulic Systems
Left
One engine-driven pump
One electric pump
Center
Two electric pumps
Right
One electric pump
Flight controls
Left autopilot
Flaps and slats
Landing gear
Alternate brakes
Nosewheel steering
Left thrust reverser
Rudder ratio
HDG (some 757s only)
Tailskid (757-300 only)
PTU to receive hydraulic power
from the right system
Flight controls
Center autopilot
Stab trim
Elevator feel
Ram Air Turbine
Flight controls
Right autopilot
Stab trim
Elevator feel
Normal brakes
Reserve brakes
Autobrakes
Brake accumulator
Right thrust reverser
PTU to transfer hydraulic power to
the left system
A 10% standpipe protects fluid for

use by the PTU for the flaps, slats,
gear, and nosewheel steering in
case of a left system leak.

the RAT in case of a center
system leak.

use by the Reserve brakes in case
of a right system leak.
A Hydraulic Driven Generator (HDG) is installed on some 757s and is automatically powered by the left hydraulic
system when electrical power is lost to both main AC busses.
The Power Transfer Unit (PTU) is a hydraulic motor-pump that transfers hydraulic power from the right system to
the left system if necessary. It is automatically activated if the left engine fails or if the left engine-driven pump
output pressure is low. When activated, the PTU supplements the left electric hydraulic pump to operate the flaps
and slats, landing gear, and nosewheel steering (flaps, slats, gear and steer), and the HDG if installed. PTU
operation is inhibited if the right engine is not operating.
If the Power Transfer Unit (PTU) switch is Off, the PTU only operates when automatically activated. If On, the PTU
operates if the right engine is operating.
The standpipe in the left system protects fluid to operate the flaps, slats, landing gear and nosewheel steering with
the PTU in case of a left system leak.
The Ram Air Turbine will provide hydraulic power to the flight control portion of the center hydraulic system only.
It deploys automatically in flight if both engines fail (N2 below 50%) and will provide adequate hydraulic power
Dave Collett
October 31, 2015
149
at airspeeds above 130 knots. The RAT is inhibited from automatically deploying on the ground and once
deployed in flight, it cannot be retracted.
The standpipe in the center hydraulic system protects fluid for the RAT in case of a center system leak.
The standpipe in the right hydraulic system protects fluid for the reserve brakes in case of a right system leak.
Pushing the Reserve Brakes switch configures the system to use the protected fluid, activates the right system
electric pump regardless of switch position, and isolates the pump output to the reserve brakes. (Reserve brakes on
the 757 are just the normal brakes powered by the standpipe fluid and isolated output from the electric pump.)
All standpipes on the 757 protect approximately 10% of the hydraulic fluid quantity.
767 Hydraulic Systems
Left
One electric demand pump
Center
Two electric pumps
One Air Demand Pump (ADP)
Right
One electric demand pump
Flight controls
Left autopilot
Stab trim
Elevator feel
Rudder ratio
Left thrust reverser (some airplanes)
PTU to receive hydraulic power for
the Pitch Enhancement System
Flight controls
Center autopilot
Stab trim
Elevator feel
Landing gear
Flaps and slats
Nosewheel steering
Alternate brakes
Reserve brakes and steering
Ram Air Turbine
HDG (some 767s only)
Tailskid
Flight controls
Right autopilot
Normal brakes
Autobrakes
Brake accumulator
Right thrust reverser (some
airplanes)
PTU to transfer hydraulic power for
the Pitch Enhancement System
There is no standpipe.

the Reserve Brakes and Steering
in case of a center system leak.
There is no standpipe.
The electric demand and air demand pumps provide additional hydraulic power either on demand or continuously
during periods of high system demand. They are also backups for the engine-driven and electric hydraulic pumps.
The left electric demand pump is inhibited during the start of either engine on the ground when only one generator
is operating.
The Air-driven Demand Pump (ADP) operates as a demand pump when center electric pump output pressures are
low or as an anticipatory pump when high load items (flaps, slats, landing gear, nosewheel steering and ground
spoilers) are selected. It also operates continuously when the HDG (if installed) is operating.
If center hydraulic quantity is sensed low (approximately 50%), the center number one (C1) electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch allows the C1 pump to use standpipe fluid
to power the reserve brakes and steering system. (Reserve brakes on the 767 are just the alternate brakes powered
by the standpipe fluid and the isolated C1 pump.)
The Reserve Brakes and Steering Isolation light on the P-61 panel indicates the center number one (C1) electric
hydraulic pump is isolated to provide hydraulic pressure to the reserve brakes and steering system.
The Reserve Brakes and Steering Reset/Disable switch on the P-61 panel resets or disables the automatic isolation
feature of the center hydraulic system. In Norm, the isolation feature is armed for automatic operation.
A Hydraulic Driven Generator (HDG) is installed on some 767s and is automatically powered by the center
hydraulic system when electrical power is lost to both main AC busses. The ADP will then operate continuously to
ensure there is sufficient hydraulic pressure to drive the HDG. (Actually, it will operate because the electric pumps
are unpowered due to electrical failure and center system pressure is low.)
The Ram Air Turbine provides hydraulic pressure to the flight controls on the center hydraulic system only. It
operates just like the 757 RAT except that fluid for the RAT on the 767 is not protected by a standpipe.
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October 31, 2015
150
Landing Gear
The Doors light indicates a landing gear door is not closed.
The Gear light indicates the landing gear position disagrees with the landing gear lever position.
Nose, Left and Right Down lights indicate the associated landing gear is down and locked.
The Brake Temp light indicates a wheel brake is in the high range (5 or above).
The Tailskid light (757-300 and 767 only) indicates the tailskid position disagrees with the landing gear lever
position.
Gear Lever Up retracts, Down extends, and Off removes hydraulic pressure to the landing gear system.
Pushing the lock override releases the landing gear lever lock.
With the Alternate Gear Extend switch in Off, the landing gear lever operates normally. With the switch in Down,
the gear is extended by the alternate system.
The Autobrakes light indicates the autobrakes are disarmed or inop.
The Parking Brake light indicates the parking brakes are set.
The brake pressure indicator shows brake accumulator pressure. The amber band indicates the pre-charge only and
no brake pressure is available in this range.
The Brake Source light indicates both normal and alternate brake system pressures are low. If the light remains
illuminated after selecting Reserve Brakes (757) or Reserve Brakes and Steering (767), it indicates only
accumulator pressure is available for braking.
The Reserve Brakes switch (757) allows the use of reserve fluid protected by the standpipe in the right hydraulic
system. It activates the right electric hydraulic pump regardless of switch position and isolates the output of that
pump to power the normal brake system. (Reserve brakes use the normal brake system on the 757.)
The Reserve Brakes and Steering switch (767) provides pressure to the alternate brake system and nosewheel
steering using the C1 electric pump and isolated (standpipe) fluid in the center hydraulic reservoir. (Reserve brakes
use the alternate brake system on the 767.)
If the Reserve Brakes and Steering Valve light (767) is illuminated with the switch off, it indicates the valves
disagree with the position commanded by the automatic isolation feature. If the light is illuminated with the switch
on, the valves disagree with the manually selected position.
The Antiskid light on the overhead panel indicates a fault is detected in the antiskid system.
Antiskid switch on the overhear panel (some airplanes):
on and off positions turn the antiskid system on and off
the Off light in the switch indicates the antiskid is turned off, or the antiskid is inop due to a fault, or the parking
brake valve is not open with the parking brake released. (The parking brake valve closes to apply the parking
brake, so in the last case, the valve did not open when the parking brake was released and the parking brakes are
still applied. Do not taxi.)
In reference to Antiskid lights, Little light, little problem. Big light, big problem. The little light on the overhead
panel is a fault and the big light in the antiskid switch on the overhead panel (if installed) means the antiskid is
inop or off.
Antiskid always stops working below 8 knots or you could never stop the airplane.
The Brake Temperature on EICAS (if installed) indicates the relative value of brake temperature. 0-2 is the initial
range (cool brakes); 3-4 is the normal range and the box turns white for the first brake on each truck that exceeds
2; 5-9 is the high range and the box and number are white for each brake 5 or above. Five or above also turns on
the Brake Temp light near the landing gear handle. The Brake Temperature Monitoring System is not installed on
some 757s.
The 757 normally uses the left hydraulic system to raise and lower the gear and the 767 normally uses the center
hydraulic system.
The air/ground system uses tilt sensors on each main landing gear to configure airplane systems to the appropriate
air or ground status. The nose air/ground system uses nose gear strut compression sensors to control stall warning
and portions of the caution and warning system. An EICAS message of AIR/GND SYS or NOSE A/G SYS
indicates that some portion of the sensing system has failed and some systems will not operate normally. Do not
take off.
The landing gear lever is held in the down position by the automatic lever lock while on the ground. The lever lock
is automatically released by air/ground sensing after takeoff and can also be manually released by pushing the lock
override button near the gear handle.
Gear Retraction the doors open, the main gear tilt, automatic wheel brakes are applied, the Gear and Doors lights
illuminate, the gear hydraulically retracts into the wells and the doors close. After retraction the gear are held in
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place by uplocks and hydraulic pressure is removed from the system by placing the gear handle to Off. Lights and
EICAS messages will indicate any gear or door that is not fully retracted or closed after the normal transit time.
The 757 gear is held up by gear and door uplocks.
The 767 main gear is held up by locked gear doors. The nose gear is held up by gear uplocks.
Gear Extension the doors open, the gear unlock, the Gear and Doors lights illuminate, the gear are hydraulically
powered down and locked, the trucks tilt to the flight position, and the doors close. Lights and EICAS messages
will indicate any gear that is not down and locked or any door that is not closed after the normal transit time.
757 Alternate Extension is electro-hydraulic. Alternate extension uses a dedicated DC electric hydraulic pump that
uses isolated fluid in the supply line to the pump to release all gear and door uplocks. The gear then free-fall to the
down and locked position and all hydraulically powered gear doors remain open.
767 Alternate Extension is electro-mechanical. Alternate extension uses an electric motor to trip the locking
mechanism for each gear. The gear then free-fall to the down and locked position and all hydraulically powered
gear doors remain open.
According to a ground school instructor, every time alternate extension has been used on a 767, the nose gear has
not locked down and collapsed on landing, usually at low speed with minor damage.
On the 767, flight beyond 30 minutes on Standby (battery) power will result in complete electrical failure and the
inability to extend the gear and flaps. The ADP requires DC power to operate and when the battery is depleted, the
ADP air supply valve will close and the center hydraulic system will depressurize. The gear and flaps will not
extend by either the normal or alternate methods if this happens.
Nosewheel steering is powered by the left hydraulic system on the 757 and the center hydraulic system on the 767.
The nosewheel tiller can turn the nose gear 65 in either direction and the rudder pedals can turn the nose gear 7 in
either direction. The tiller overrides rudder pedal steering.
757 Brake Sources: Right Left Right (marching, but starting on the wrong foot)
Normal right hydraulic system
Alternate left hydraulic system
Reserve right hydraulic system
757 Brake Systems:
Normal the normal brake system is powered by the right hydraulic system.
Alternate if the right hydraulic pressure is low, the alternate brakes on the left hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
Reserve if both normal and alternate brake system pressures (right and left hydraulics) are low, the Brake
Source light illuminates. Pressing the Reserve Brakes switch turns on the right system electric pump regardless
of pump switch position and configures that pump to use the isolated fluid protected by the standpipe in the right
hydraulic reservoir exclusively to pressurize the normal brakes. (The reserve brakes use the normal brakes
system.) The Brake Source light will extinguish when pressure is available. If it doesnt, only accumulator
pressure is available.
Accumulator if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
767 Brake Sources: Royal Crown Cola
Normal right hydraulic system
Alternate center hydraulic system
Reserve center hydraulic system
767 Brake Systems:
Normal the normal brakes system is powered by the right hydraulic system.
Alternate if the right hydraulic pressure is low, the alternate brakes on the center hydraulic system are
automatically selected and hydraulic pressure is routed through the alternate antiskid valves to the brakes.
Reserve if both normal and alternate brake system pressures (right and center hydraulics) are low, the Brake
Source light illuminates. If the center hydraulic system quantity is sensed low, the C1 electric pump is
automatically isolated. Pressing the Reserve Brakes and Steering switch then uses the C1 pump and isolated
standpipe fluid in the center hydraulic system exclusively for the alternate brakes system and nosewheel steering.
(Reserve brakes use the alternate brakes system.) The Brake Source light will extinguish when pressure is
available. If it doesnt, nosewheel steering is not available and only accumulator pressure is available for the
brakes. The Valve light in the switch will illuminate if the valves disagree with the automatically or manually
commanded position.
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October 31, 2015
152
Accumulator if normal, alternate and reserve brake hydraulic pressure is lost, the accumulator can provide
several braking applications or parking brake application. The amber band on the accumulator gauge represents
pre-charge pressure only and no braking is available in this range.
On all airplanes, the only way to tell if normal brakes have failed and alternate brakes are selected is to observe a
Right System Low Pressure EICAS message. There are no other cockpit indications or controls.
The antiskid system requires three things: wheel speed from the transducers, the antiskid controller, and IRS data.
Antiskid brakes are available with normal, alternate, reserve and accumulator braking systems. Antiskid protection
is always available unless its turned off or failed.
The normal brake system provides individual antiskid protection to each main gear wheel and the alternate brake
system provides antiskid protection to laterally paired wheels. Touchdown, hydroplaning and locked wheel
protection are provided.
The autobrake system operates only when the normal brake system is functioning and antiskid protection is provided
during autobraking. (Theoretically, its possible to use autobrakes with reserve brakes on the 757 because reserve
brakes use the normal brakes system, but its prohibited by procedure.)
Not all airplanes have RTO braking installed.
With RTO selected (if installed), the autobrakes will provide maximum braking on a rejected takeoff if:
the airplane is on the ground
groundspeed is above 85 knots
If a rejected takeoff is initiated below 85 knots, the RTO function will not operate.
Autobrake application on landing begins when:
the wheels have spun up
On landing, autobrake deceleration is limited until the pitch angle is one degree or less and then increases to the
selected level.
On dry runways, the Max Auto position for landing is less than max braking produced by full rudder pedal braking.
The autobrake selector sets a deceleration rate and autobrake pressure is reduced as thrust reversers and spoilers
contribute to the total deceleration.
Autobrakes will disarm after application for (F-STOP):
F faults in the autobrake or antiskid systems
S if the speedbrake lever is moved forward
T if either thrust lever is advanced
O if the selector is moved to Off or Disarm
P if a brake pedal is pressed
The parking brake may be set with either the normal or alternate brake system pressurized. If the normal and
alternate brake systems are not pressurized, parking brake pressure is maintained by the accumulator. The
accumulator is pressurized by the right hydraulic system on both airplanes and accumulator pressure is shown on
the Brake Press indicator.
Brake Temperatures (if installed):
initial range is 0-2
normal range is 3-4
overheat range is 5-9 and the Brake Temp light illuminates
Brake temperatures are not instantaneous and will build for 10-15 minutes after brakes are applied.
The tailskid uses the main landing gear activation system and the left hydraulic system on the 757-300 and the
center hydraulic system on the 767.
Warning Systems
EICAS Event Record manually records the last EICAS event into memory. Only the last manually-recorded event
will be retained. EICAS will also automatically record events as necessary.
Auto on the EICAS Computer Selector selects the left EICAS computer, but control will automatically switch to the
right computer if the left one fails.
Cancel and Recall switches Cancel displays the next page of EICAS messages when additional pages exist and
then cancels caution and advisory messages when the last page is reached. Warning messages will not cancel
however. Recall displays previously cancelled messages if the condition still exists.
Dave Collett
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The PULL Up light on the forward panel and on the ADI indicates the GPWS barometric or radio altitude descent
rate is excessive or a look-ahead terrain warning (if installed) is active.
The WINDSHEAR light on the forward panel and on the ADI indicates a windshear condition is detected.
The CONFIG light on the forward panel indicates a configuration warning exists.
The OVRSPD light on the forward panel indicates the airplane is exceeding Mmo or Vmo.
The ALT ALERT light on the forward panel indicates between a 250' and 750' deviation from the selected altitude.
The FLAP OVRD switch on the forward panel inhibits Too Low Flaps and Too Low Terrain cautions.
The GEAR OVRD switch on the forward panel inhibits Too Low Gear and Too Low Terrain cautions and inhibits
landing configuration siren.
The TERR OVRD switch on the forward panel inhibits EGPWS look-ahead terrain alerts and display (if installed).
The GND PROX light on the forward panel indicates a ground proximity caution exists and the GND PROX switch
will inhibit glideslope cautions below 1,000' RA.
A Terrain Caution (if installed) indicates 40-60 seconds from impact with terrain shown as solid amber on the HSI.
A Terrain Warning (if installed) indicates 20-30 seconds from impact with terrain shown as solid red on the HSI.
EICAS warnings are in red, cautions and advisories are in amber, and communication messages are in white.
Status messages indicate conditions requiring MEL reference for dispatch but are not considered crew alerts.
The most recent EICAS message is displayed at the top of its respective level, so the problem that initially triggered
the messages is at the bottom. Run that checklist first.
EICAS warnings can only be cleared by correcting the condition causing the warning. Cautions and advisories can
be cleared with the Cancel button.
The Master Caution lights and beeper are inhibited when the airplane is on the ground and both Fuel Control
switches are in cutoff.
Most new caution and advisory EICAS alerts are inhibited during ground engine start until the engine reaches idle
RPM or the start is aborted or 5 minutes elapse from the time of start switch engagement.
Takeoff Inhibits:
Master Warning lights and fire bell are inhibited for fire from rotation until 400' RA or 20 seconds after takeoff,
whichever occurs first. EICAS messages will appear, but the Master Warning and fire bell will not activate until
after the inhibit expires.
Master Caution lights and beeper are inhibited from 80 kts until 400' RA or 20 seconds after takeoff, whichever
occurs first. If the takeoff is rejected, the inhibit remains until airspeed is below 75 kts. EICAS messages appear
during the inhibit, but the Master Caution lights and beeper will not activate until out of the inhibit range.
advisory and communication alert messages may or may not be inhibited depending on the airplane
Landing Inhibits:
communication alert messages, except Cabin Alert, are inhibited from 800' RA to 75 kts
The Takeoff Configuration Warning system is armed when the airplane is on the ground and thrust is in the takeoff
range on either engine. Any existing takeoff configuration warnings are terminated at main gear lift off.
Takeoff Configuration Warnings:
flaps not in a takeoff position
parking brake set
(4 items)
speedbrake lever not down
stabilizer not in the green band
The Landing Configuration Warning activates if the airplane is in flight and any landing gear is not down and locked
and either:
the flap lever is in a landing position (25 or 30) or
any throttle is in idle below 800' RA.
The flap lever warning cannot be silenced, but pushing the Master Caution reset switch will silence the warning for
idle thrust.
Stall warning is provided by two independent stick shakers that are activated in flight and deactivated on the ground
through air/ground logic based on nose gear strut extension.
On the 757, if the slats are in the midrange position and the left hydraulic system is pressurized, the slats will extend
to the landing position during a stall warning and then retract back to the midrange position when the stall warning
ceases (Autoslat operation). The flap lever will not move.
On the 757, slats may extend during testing of the stall system if the left hydraulic system is pressurized. Use
caution on the ground.
Dave Collett
October 31, 2015
154
On the 767, if the flaps are retracted and the angle of attack continues to increase after a stall warning, a control
column nudger moves the control column forward. Flaps must be up for the nudger to operate.
Overspeed Warning Master Warning, EICAS message, discrete light and siren when airspeed exceeds Vmo/Mmo.
Altitude Alerting:
ALT light on the altimeter 750' prior to a selected altitude
ALT light clears 250' prior to a selected altitude
Master Caution, Altitude Alert and ALT light if deviating more than 250' from a selected altitude
if deviating more than 750' from the selected altitude, the alert cancels
altitude alerting is inhibited in flight with all landing gear down and locked
There are two types of GPWS alerts:
Radio Altitude-Based Alerts (GPWS) multiple warnings and cautions based on radio altitude and ILS
glideslope deviations
Look-Ahead Terrain Alerts (EGPWS) multiple warnings and cautions based on aircraft position in reference to
an onboard terrain database. Be aware that:
- the database is unaware of man-made obstructions
- terrain more than 2,000' below the airplanes altitude will not be displayed
- terrain within 400' of the nearest airport elevation will not be displayed
- terrain and weather radar cannot be shown on the same screen at the same time
- the Terrain Caution alerts 40-60 seconds from impact with terrain shown as solid amber on the HSI
- the Pull Up Warning alerts 20-30 seconds from impact with terrain shown as solid red on the HSI
- the terrain ahead may exceed the airplanes climb capability
- both types of GPWS alerts are inhibited by an actual windshear warning (airplane in windshear)
There are two types of windshear warnings:
Reactive Windshear Warnings (airplane in windshear) are provided by the GPWS system and are available
below 1,500' RA on takeoff or landing. Detection begins at rotation.
Predictive Windshear Alerts and Warnings use the weather radar to detect windshear ahead of the airplane. The
Predictive Windshear System is not installed on all airplanes. Be aware that:
- some level of moisture or particulate matter must be present for detection
- not all windshear will be detected
- predictive windshear alerts are issued below 1,200' RA
- the weather radar begins scanning automatically (even if turned off) when the thrust levers are set for
takeoff or when below 2,300' RA
- alerts are available 12 seconds after the radar begins scanning and can be enabled earlier on the ground by
manually turning on the weather radar
- new predictive windshear cautions are inhibited during takeoff and landing between 80 kts and 400' RA
- new predictive windshear warnings are inhibited during takeoff and landing between 100 kts and 50' RA
- predictive windshear alerts are inhibited by actual windshear warnings (airplane in windshear) and both
types of GPWS alerts
TCAS Proximate Traffic is traffic within six miles and 1,200' vertically.
A TCAS Traffic Advisory (TA) results from a prediction that another airplane will enter protected airspace in 35-45
seconds.
A TCAS Resolution Advisory (RA) results from a prediction that another airplane will enter protected airspace in
20-30 seconds.
All TCAS alerts are inhibited by GPWS and windshear warnings.
TCAS is inhibited during takeoff and landing. Increase Descent RAs are inhibited below 1,450' RA, Descend RAs
are inhibited below 1,100' RA and all RAs are inhibited below 1,000' RA. All TCAS voice annunciations are
inhibited below 500' RA.
Explicit hoc totum

Pro Christi da mihi potum
Translation: That finishes the lot. For Christs sake, give me a drink!
Found at the end of a long manuscript copied by a Mediaeval clerk.
Dave Collett
October 31, 2015
155

757-767 Study Guide

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Aborted Engine Start

Fuel Control switch (affected side) CUTOFF

Airspeed Unreliable (757)

Autopilot Disengage switch Push

Airspeed Unreliable (767)

Autopilot Disengage switch Push

Cabin Altitude or Rapid

Don the oxygen masks.

Dual Engine Failure

Engine Start selectors (both) FLT

Engine Fire or Engine Severe

Autothrottle ARM switch OFF

Engine Limit or Surge or Stall

Autothrottle ARM switch OFF

Use the checklist if possible.

Wind limits when weather minima are predicated on autoland

After takeoff, the autopilot must not be engaged below

The maximum altitude for flap extension is 20,000 feet.

Maximum Operating Altitude

757 42,000 feet pressure altitude.

Maximum Takeoff and Landing

10 knots or as permitted by Delta Special Pages (Green Pages).

Takeoff and Landing Crosswind

40 knots, including gusts.

Turbulent Air Penetration Speed

290 KIAS/.78 Mach, whichever is lower.

ACARS is limited to the transmission and receipt of messages which

When the airplane is electrically powered for more than 20 minutes on

The starter duty cycle is a maximum of 3 consecutive starts or start

Door Mounted Escape Slides

Entry door evacuation slide systems must be armed and engagement of

EGT limitations vary by airplane and engine. Refer to the Limitations

Engine Emergency Conditions

The published operating limits for engines relate to predefined normal

Continuous ignition must be on (Engine Start Selector in the CONT

Engine Limit Display Markings

Minimum and maximum limits are red.

Engine Starter Duty Cycle

Continuous for 5 minutes.

Full application of pitch, roll, or yaw controls should be confined to

Flight Deck Access System

Use of Jet B and JP4 is prohibited.

Do not use the terrain display for navigation.

Do not operate HF radios during refueling operations.

A logbook entry is required any time an aircraft limitation is exceeded,

Maximum Takeoff and Landing

8,400 feet pressure altitude for most airplanes.

N2 Control Mode (757 Only)

Takeoff in N2 control mode (ENG LIM PROT light illuminated) is not

Reverse thrust is for ground use only.

RVSM Altimeter Cross Check Limits

Standby altimeters do not meet altimeter accuracy requirements of

Do not operate the weather radar in a hangar or within 50 feet of any

Maximum weight limitations vary by airplane and tail number. Refer

SPECIAL TAKEOFF PROFILE (Close-In/ICAO NADP 1)

TAKEOFF WITH VNAV INOPERATIVE

IF THE FLAPS OR SLATS DO NOT RETRACT AFTER TAKEOFF