Ac B767 Limitations, Supplementary Techniques, And Normal Ops

Front 1

Cabin Breakdown Limits?

Back 1

8 per cabin
16 total

Front 2

FMS Diversion Procedure (4)

Back 2

DFPA(E)
1. route Page - change Dest
2. perf page - change Fuel reserves
3. change Pressurization
4. ABCOT
5. datalink Estimates

Front 3

Instrument Flags:
1. MAP
2. VTK-GS
3. ATT-HDG-TRK
4. BLANK SCREEN

Back 3

Select:
1. Alternate FMC
2. No Action
3. Alternate IRS
4. Alternate EFI

Front 4

Instrument Flags:
5. Airspeed, Altimeter, VSI
6. RDMI
7. G/S - LOC
8. F/D

Back 4

Select:
5. Alternate ADC
6. Alternate IRS
7. Alternate EFI
8. Alternate FD

Front 5

Where do you get MIN V SPEEDS?

Back 5

1. Use Wat Data - Packs ON, DRY Rnwy or,
2. QRH V Speeds

Front 6

2 Eng GA Sequence and calls:

Back 6

"GA, Flaps 20"
400AGL "LNAV/HDG Sel"
1000AGL "Bug Up"
Vef 30+80 "FLCH, Clb Thrust, CMD Center"

Front 7

SE GA Sequence and Calls:

Back 7

"GA, Flaps 5"
400AGL "LNAV/HDG Sel"
TOCA "AT Off, Bug Up, VS +200"
Vef 30+80 "FLCH, MCT, CMD Center"

Front 8

Eng Fire/Fail GA Sequence and Calls:

Back 8

"GA, Flaps 20"
400AGL: "LNAV/HDG Sel", "Eng Fire Drill"
TOCA: "AT Off, Bug Up, VS +200"
Vef 30+80: "FLCH, MCT, CMD Center"
"Chklst Eng Fire/Failure"

Front 9

Time at idle before engine shutdown:
1. PW Engines
2. GE Engines

Back 9

- 3 min
- 3 min

Front 10

When on the ground in warm humid conditions what must you remember...

Back 10

operate Equipment Cooling in the STBY mode

Front 11

Transponder Codes:
Hijack
Comm Failure
Emergency

Back 11

7500
7600
7700

Front 12

HOw do you create a pseudo waypoint that has 1/10th of a decimal of a nautical mile?

Back 12

create two pseudo waypoints. the first using the standard whole nm waypoint then build the 1/10th nm waypoint off of the first

e.g. bulba081/5 = bulba01
modify bulba01 (bulba081/5.0) to bulba081/4.8

Front 13

Power Plant:
Eng Starter Limits (4)
EGT limits - T/O, Max Cont

Back 13

Starter:
- 20% N2 Ehgagement (30% Emerg)
- Max 15 min Cont operation
- 5-10 min ops = 10 min cooling
- 10-15 min ops = 15 min cooling

EGT Limits: t/o, max cont
PW4060 650 600
CF6 960 925
5 min Continuos

Front 14

Autothrust During GA: (Suppl Bull)
1. With A/T ARM SW On, what will A/T do if GA sw is pushed? (3)

Back 14

1. A/T will engage regardless of prior engagement
2. If AP or at least 1 FD is on it will command thrust for current speed or selected speed (the higher)
3. If neither AP or FD is on it will command GA thrust

Front 15

APU:

1. Start Altitude?
2. Start Duty Cycle?
3. Bleed Air altitude?

Back 15

1. FL350
2. 3 attempts in 60 min period
3. 17,000

Front 16

Contaminated Runway:

1. What area of cover constitutes?
2. Slush correction for
- 1/4 in
- 1/2 inch

Back 16

1. 25% coverage (note only 15% requires full thrust)
2. 1/4 1/2
slush 1/4 1/2
packed 1 in >1-2 in
light 2 in >2-4 in

Front 17

Engine Failure on Approach (2)

Back 17

1. flaps are >20, or past FAF:
- then you adjust thrust and land
- or GA
2. - flaps < 20:
- checklist Eng. Failure

Front 18

APU Burn?

Fuel Burn Increase with Recirc Fans off?

Back 18

100Kg/hr

1 fan .3%
2 fans .6%

Front 19

Heading Reference Switch Operation:

What Latitude must true be selected

Back 19

73 North

60 South

Front 20

Lat/Long Protocol

Back 20

N E
W S
Substitute the 'W' with another letter depending on quadrant

4540N = N45W040
45N40 = N45W140

Front 21

Critical Point Definition

Back 21

CP - point at which you can go to an alternate airport or destination
- multiple Alternates it is usually the ETP
single alternate it is the EEPs

Front 22

Critical Fuel Reserves

Back 22

= divert + hold 15 min + APP + GA + APP

critical of:
- e.o. + drift down
- loss of press + e.o
- loss of press + 2 eng
- add 5% addl fuel
- icing on

Front 23

EFP Definition

Back 23

- point bwtween ETOPs ALTs
- prior to EEP forcast for ALTs must be above landing limits
- after EEP you can proceed at Capts discretion
ETOPs ALTs are for FP only

Front 24

Adequate Airport Def:

Back 24

expected time of use:
• the airport will hv available facilities such as;
- ATS, lighting, communications, weather reporting, navaids, and
emergency services;
- at least one suitable approach

Front 25

Potential Adequate Airport Def:

Back 25

an adequate airport that has not been identified on the OPF

Front 26

ETOPS Alternate Airport Def:

Back 26

an adequate airport
having weather conditions and field conditions at the time
of the operation which provide a high assurance
an approach and landing can be safely completed
with an engine and/or systems inoperative.
- For planning only, weather
minima are higher than the weather minima required to
initiate an approach.

Front 27

ETOPS Alternate Airport Wx

Back 27

1. Two or more precision appr:
- 400/1, or 200/1/2 above the lowest usable HAT
2. One usable precision appr:
- 600/2 or 300/1 above the lowest usable HAT
3. One NONprecision appr:
- 800/2 or 300/1 above the lowest HAT/HAA.
4. Forecasts that contain BECMG, TEMPO,or PROB may be used to determine an ETOPS alternate provided that;
a) Where the conditions are forecast to improve, the
forecast BECMG condition must be at the end of the period.
b) Forecast to deteriorate, the BECMG condition must be at the start of the BECMG period,
c) Forecast TEMPO condition must not be below the
alternate minima at
aerodrome;
d) Forecast PROB condition must not be below the
appropriate 'landing' minima for that aerodrome. Where
a condition is forecast as “PROB”, provided the
probability per cent factor is less than 40 percent, is not limiting.

Front 28

Enchanced Engine Flameout Protection (CF6)

Back 28

Conditions:
- in visible moisture
- TAT < 10C
- Near convective wx
- Thrust reduced

1. Eng A/I - on
2. At or below FL220 Wing A/I - on

Front 29

Visual Approach Flap Schedule

Back 29

Downwind - 5
Base - 15/20, gear down landing checklist
Final - 25

Front 30

Pressurization Schedule:

1. Ascent
2. Descent

Back 30

10,000 - 1,000
20,000 - 2,000
30,000 - 4,000
40,000 - 8,000
(i.e. double per check)

ALT x 2 and drop one zero.

Front 31

Best Rate Speed

Best Angle Speed

Back 31

Vref 30+80+50/.78

Vref 30+80/.77

Front 32

Flap Thrust Priority
767-300

Back 32

Flap Thrust Packs
5 reduced ON
5 full ON
5 full OFF
20 full ON
20 full OFF

Front 33

Engine Start N2

Back 33

CF6: 20%N2

PW 4060: Max N2

Front 34

Normal Engine Parameters After Start

Back 34

CF6: 25%, 750, 65%, FF 0.6-0.7
PW4060: 23-26%, 535, 61-63%, FF 0.5-0.8

Front 35

Altimeter Differences on Ramp Check

Back 35

Gnd: +- 50 ft from Airport Elev

Gnd: 40 ft between CA & FO
5000: 80 ft "
41000: 200 ft "

Front 36

Flight Control Limitations:

Speed Brake Extension Alt

Flap Extension Alt

Flap Extension Speeds

Back 36

800 ft

FL200

1 - 250
5 - 230
15 - 210
20 - 210
25 - 180
30 - 170

Front 37

Fit Fuel (2)

Back 37

30 min of fuel at ELW:
1700 - 2250
+ 250-400 for no Alt

Front 38

CF Fuel (2)

Back 38

a. 10 min fuel @ 1500 ft:
550-800

b. 5% burn or (a) (the higher, not appl to No Alt, ovrs, or caribean)

Front 39

Holding Fuel (1)

Back 39

4800 kg/hr (767-300)

Front 40

Airspeed Differences

Back 40

Barber Pole:
Gnd or Flt - 6kt

Airspeed Indicator:
Gnd, 1/16th of zero
Flt, 8kts between indicators

Front 41

Engine Anti-ice Gnd Run

PW4060
CF6

Back 41

PW4060:
3C or below
- 50%N1, 1sec, 15min or less

CF6:
3C or below
- 60%N1, 30sec, 30min or less

Front 42

Engine Ops in Heavy Rain/Hail:

PW 4060
CF6

Back 42

PW4060:
- Eng Start Selectors - FLT
- A/T - Disengage
- T/L - 50%N1 min
- Eng A/I as required

CF6:
- Eng Start Selectors - CONT
- TAT <= 10C - Eng A/I ON, +
- A/T - Disengage
- T/L - 50% > 10,000
- 45% < 10,000

Front 43

Turbulence Penetration Speeds

< 10,000 ft
> 10,000 ft

Back 43

290 / .78

240-250

Front 44

Stall / Windshear / GPWS
Ground Contact a Factor
PF(7) PNF(6)

Back 44

PF
- Firewall
- AP Disconnect
- A/T Disengage
- Speedbrakes Down
- Pitch 20Deg or PLI
Safe Altitude:
- "Bug to____"
- "_____ Thrust"

PNF:
- Ensure Firewall
- Ensure AP OFF
- Ensure A/T OFF
- FD OFF
- Call Profile
Safe Altitude:
- FD - ON

Front 45

RVSM Altimeter Crosscheck Limit

Back 45

200 ft

Front 46

Gear Extension/Retraction Speeds

Gear Extended Speed

Back 46

270 kts - normal ops
250 kts - abnotmal ops

270 / .82

Front 47

Memorized QRH Drills (11)

Back 47

- Aborted Engine Start
- Airspeed Unreliable
- Auto Unlock Light
- Dual engine Failure
- Engine Failure in Cruise
- Engine Surge/Stall/Limit
- Engine Tailpipe Fire
- Fuel Freeze
- Runaway Stabilizer
- Smoke/Fire/Fumes
- Volcanic Ash

Front 48

Volcanic Ash Drill (3)

Back 48

- Autothrottle Arm Sw - OFF
- Thrust Levers (conditions permitting) - CLOSE
- Exit ASAP consider 180deg turn

Front 49

Smoke / Fire / Fumes Drill (3)

Back 49

- O2 Masks - ON
- Goggles - ON
- Communications - ESTABLISH

Front 50

Fuel Freeze Temps

Back 50

- Jet A -40C
- Jet A1 -47C

Consult Low Fuel Temp Checklist when fuel temp is within 3C of fuel freeze point

Front 51

Engine Tail Pipe Fire Drill (1)

Back 51

- Fuel Control Sw - CUTOFF

Front 52

Engine Surge / Stall / Limit Drill (2)

Back 52

- Autothrottle Arm Sw - OFF
- Thrustlever - RETARD

Front 53

Engine Failure in Cruise Drill (8)

Back 53

- "Autothrottle Arm Sw OFF"
- "Set MCT"
- Trim - ADJUST
- Eng Out Crz - SELECT
- Drift Down Alt - SET
- Eng Out Crz Drift Down - SET and EXEC
- Lights - ON
- ATC - ADVISE

Front 54

Dual Engine Failure (4)

Back 54

- Eng Start Selectors - FLT
- Thrust Levers - CLOSE
- Fuel Control Sw - CUTOFF then RUN
- *Repeat*

Front 55

Auto Unlock Light (Flight Deck Door) (1)

Back 55

- Flight Deck Door Lock Selector - DENY

Front 56

Aborted Engine Start Drill (1)

Back 56

- Fuel Control Sw - CUTOFF

Front 57

Airspeed Unreliable (3)

Back 57

- Autopilot - DISENGAGE
- Autothrottle - DISCONNECT
- Flight Directors - OFF

Front 58

Maneuver Capability:

Low Speed Buffet Speed
High Speed Buffet Speed
Max Buffet Margein Speed
45 Deg Bank Turn Speed

Back 58

.65 (25 Deg Bank)
.85
.77
.77 (1.4 G)

Front 59

Heading Indicator Differences

Back 59

HSI to HSI - 1 deg

HSI to RMI - 2 Deg

HSI to STBY - 5 deg

Front 60

CAT III Appr Ban (1)

Back 60

1. Cannot continue past the FAF if RVR is below published minimum RVR for the appr.

Front 61

Unscheduled Stab Trim (1)

Back 61

Stab Trim Cutoff switches - OFF

Front 62

Packs Off T/O:

Pre T/O (3)
After T/O (4)

Back 62

Pre T/O:
Packs - OFF
Cab Alt Selector - MAN
Outflow Valve - 3/4 OPEN

After T/O:
- @ 1000ft FLCH & CLB Thrust
- Pack Selector - ONE AUTO
- Cab Alt Selector - AUTO
- Pack Selector - OTHER AUTO

Front 63

ETOPS Diversion (5)

Back 63

If Altitude cannot be maintained:
- Turn and Descend 90 deg
- Parallel Track 15nm
- Turn On Lights
- Broadcast 121.5
- QRH Checklist

Front 64

3 Green Lights Not On for Landing

Back 64

If: Gear disagree Light Not On
or, Gear Light Not On
Then: Land

Front 65

Low Vis Take Off (3)

Back 65

1. T/O Alternate - ETOPS 696nm, non ETOPS 306 NM
2. Ni Intersection Take Off
3. T/O Alt Wx
- 2 prec appr 400/1
- 1 prec appr 600/2
- 1 NPA appr 800/2
- at time of arrival

Front 66

Limitations:
IRS Nav Only...

Back 66

Then EGPWS must be in OVRD

Front 67

Limitations:
O2 Pressure (2)

Back 67

1700 PSI @ 20C, 6psi/C
System Pressure 1200psi
1000 psi allowable for flights < 2 hrs

Front 68

Navigation Limitations:

1. Single FMC Ops for VOR Appr

2. Displays for NDB Appr

3. VOR Tuning

4. What Latitude is it prohibited to operate

Back 68

1. PNF must monitor VOR Raw Data

2. Both pilots monitor NDB on DRMIs

3. No Simultaneous Tuning

4. 87 degrees North or South

Front 69

Fuel Imbalance Limitations (3)

Back 69

1. Total Fuel Weight < 22K - 1000kg imbalance

2. Total Fuel Weight > 22K to <38K - linear to 600kg imbalance

3. Non normal OPs: fuel balancing does not need to be terminated prior to landing

Front 70

Fuel Jettison Limitations (1)

Back 70

No fuel dumping in Flaps 25 or 30

Front 71

Reduced Thrust Prohibited: (4)

Back 71

1. Windshear or Temp Inversion below 1500 ft

2. 15% of runway is contaminated

3. IMPR DATA being used

4. Wet Runways: Act TOW + 10Kg exceeds limiting weight

Front 72

Autopilot Limitations:

1. Engagement

2. Autoland (4)

3. Trim

Back 72

1. above 200 ft AGL

2. Autoland:
- HW 25kt
- CW 25kt
- TW 10kt (300) 15kt (200)
- 25 and 30 flap only

3. No aileron trim use

Front 73

Wind Limitations:

1. Dry

2. Wet

3. Icy

4. Tailwind

Back 73

1. 33kt demonstrated (300)

2. 20kt wet

3. 10kt icy

4. 10kt (300)

Front 74

Tailstrike angles

Back 74

(300) - 9.6 deg

(200) - 13.1 deg

Front 75

Fuel Discrepancy Allowances

Weight Discrepancy Allowances

Back 75

Fuel: +300 - if over then advise Load

Weight:
LDF <= Actual - OK, unless
LDF < Actual - 5000, then revise T/O data

Front 76

Can you interpolate MTOW between HW & TW values?

Back 76

Yes. Provided full thrust is used.

Front 77

Where do you find the Fuel Balancing Checklist

Back 77

Supplementary Techniques Chapter - Fuel

Front 78

Center Tank Fuel Use:

If Fuel is in the Center Tank what must you ensure (2)

Back 78

1. if the wing tanks are not full up to 10K of fuel can be in the center provided that fuel + the ZFW does not exceend the MZFW

2. If Dx does not plan more than 2300 kg in center then;
- center tank pumps OFF for T/O
- turn on in cruise
- turn off before 400kg

Front 79

If Eng Anti Ice is required for takeoff what must be done just before?

Back 79

Static Engine run:

CF6: 60%N1 until stable
PW: 50%N1 until stable

Front 80

IRS Fast Alignment Procedure (3)

Back 80

IRS...ALIGN
CDU...SET (Enter present) – IRS...NAV

Front 81

Operations into High Latitude Airports

Back 81

- DO NOT operate in IMC conditions or at night into airports north of 73°N or South of 60°S latitude whose navigation aids are referenced to magnetic north.

Front 82

Why do we extend the FMS approach centerline off the FAF and not the IAF

Back 82

So that LNAV will engage the GA track when GA switches are pressed, otherwise it will return back to the IAF