Fuel

Boeing 767-200/300

1Introduction, comments, and advice

1Boeing Books

2CBTs

2AeroSim

2Question Bank

3Memory Items

3Jepps

3Simulator Profiles

3EICAS (Engine Indication and Crew Alerting System)

4Aircraft General

4767

4Lighting

4767

4Oxygen

5Passenger Signs and Lighting

5Air Systems

5767

6Equipment Cooling

6767

6767 Cargo Heat (767, 757 is automatic)

6Pressurization

6Air Conditioning

7APU

7Autoflight

8Autoland

8767

9Windshear

10Electrical

11DC and Standby Busses

12767 ER

12CAT III

13EICAS

13Engine

13EEC

13PW 2037 (757)

14GE non-FADEC (most domestic 767s)

14PW 4000 (some ERs)

14GE FADEC (Some ERs)

15Flight Controls

15Speedbrakes

15Roll

15767

15Pitch

15767

16Yaw

16Hi Lift

16767

16Fire Detection and Protection

16Engines

17APU

17Cargo

17Wheel wells

17767

17767-300

18Flight Instruments

18IRU

18ER

18Fuel

19767

19767ER

19GPWS

20Hydraulics

22767

23ER

23Ice and Rain

24767

24Landing Gear

24767

24300 and ER

24Brakes

25767

25Warnings

25767 differences

26Memory Items

26Aborted Engine Start

26CABIN ALTITUDE OR RAPID DEPRESSURIZATION

26DUAL ENGINE FAILURE

26ENGINE FIRE OR SEVERE DAMAGE OR SEPARATION

26ENGINE FIRE OR SEVERE DAMAGE OR SEPERATION

27ENGINE LIMIT OR SURGE OR STALL

27ENGINE TAILPIPE FIRE

27SMOKE OR FUMES AIR CONDITIONING

27SMOKE OR FUMES OR FIRE ELECTRICAL

27SMOKE OR FUMES REMOVAL

28Limitations

28Operational Limitations

28Non-AFM Operational Information

28Door Mounted Escape Slides

28Air Conditioning/Pressurization

29Auto Flight

29Autopilot

29Automatic Landing

29Engine

29Ignition

29Oil Quantity

29Engine Indicating

29(757) N2 Control Mode

29Engine Fuel System

30Reverse Thrust

30Flight Controls

30Traffic Alert and Collision Avoidance System (TCAS)

31Profiles

31Takeoff Profile- Engine Failure

32ILS Approach Profile One Engine Inoperative

33Instrument Approach Using VNAV Profile One Engine Inoperative

34Instrument Approach Using V/S Profile One Engine Inoperative

35Circling Approach Profile One Engine Inoperative

36Visual Traffic Patter Profile One Engine Inoperative

37Missed Approach/Go-Around Profile All Approaches

Aircraft General

Your will see a video and play with the door mockups in training.

Door lights- top is actually unlocked. Bottom unlocked light means the door is open.

Potable water tank behind aft cargo

EMER DOOR

light also includes fairings for over-wing slides

All but 767-200 have four over wing exits 6 things EMER DOOR is monitoring.

The over-wing slides on the 757 will clear the spoilers when deployed.

767

Emergency exits- the 200 has 2 over wing exits and the 300 has 4 over wings. The spoilers on the over-wing exits have a charge (I assume nitrogen bottle) that blows the appropriate spoiler panels down when the over-wing slides are activated.

Waste panel on rear FA panel

Lighting

Nose gear light extinguishes automatically on retraction

Wing lights are higher intensity with gear down/

DIM on indicator lights is really an automatic mode from intermediate to full bright depending on ambient light.

767

Runway turnoff lights are in the wings

ER has logo lights

Emergency lights are on aft flight attendants station on the ER.

EXIT light above the door in the cockpit may be removed for use.

Oxygen

Crew O2 pressure on status page. As a habit, remember to watch EICAS during O2 test to make sure valve is open.

Crew O2: If mask compartment doors are closed, there is an oxygen flag. If flag is not in view open left door. Also yellow cross shows when O2 flowing.

Each PSU (passenger service unit) has four masks, each lav has two, and each FA station has two.

Pax O2 activated at 14,000 ft. cabin altitude.

12 minutes of O2 for each PSU

Passenger Signs and Lighting

Seatbelt light in auto illuminates with gear or flaps

Seatbelt light and no smoking lights illuminate at 10,000 feet cabin altitude. However, RETURN TO SEAT in lavs inhibited above 14,000 feet cabin altitude.

No smoking in auto illuminates with gear

Emergency lighting

OFF and ON are both UNARMED

Opening emergency exit with escape slide armed causes all exterior lights on that side to open.

Flight attendants overrides cockpit even if cockpit switch is OFF

Batteries only charge when lights are OFF or ARMED

Air Systems

Volume 2 has considerable ship differences. Dont get wrapped up in which light means hi stage, which light means over pressure, which light means over temp, etc. Different aircraft are wired differently. The Two bottom bleed lights: Middle one is BLEED and the other is HI STAGE or OVHT. They indicate different things on different aircraft. Either of these bottom bleed lights means there is a bleed fault and you may get a bleed trip or may not good enough.

Pack switch -- INOP/PACK OFF. Either the pack is overheated or the controller has failed. Could be the compressor discharge or ACM discharge dont know. Whether or not pack trips is dependent on the type and degree of over-temp.

Packs automatically increased for high pack demands such as inop recirculation fan and decreased for high bleed demands such as single engine. (smart packs)

Dual ground air connection one on each side

One ground air source per pack

Two ground air sources for engine start

DUCT LEAK

No automatic valve closing

Will extinguish when duct overheat loops cool

Auto temperature is 65 to 85(F

50% of air is re-circulated

Left re-circulation fan is guarded because it provides equipment cooling.

767

Four systems use center duct bleed

1. Fwd Cargo heat (above isolation valve)

2. Aft cargo heat

3. ADP

4. Bulk Cargo heat

Additional duct leak detection for the center duct. A duct leak in this section will be evident by the inability to isolate the leak. The area that the center duct is in is shrouded and vented. The only limitation is 6 hours for the ER (note in NNC).

Equipment Cooling

Supply switches control the two fans that blow into cooled areas. Left recirculation fan sucks flow out from behind, this is why it has a guard.

OVHT indicates airflow. Switch is backup for automatic switching. Flight not recommended beyond 90 minutes with OVHT condition.

SMOKE turns off left recirculation and both supply fans, one or more packs go to high flow, opens overboard exhaust. Automatic reset.

767

OVHT light is cooling system failure, temperature or flow. On ground it will also result in NO COOLING light and ground call horn.

NO COOLING light and FWD EQUIPMENT COOLING EICAS is when no flow detected in OVRD mode. It is only active in OVRD mode.

767 Cargo Heat (767, 757 is automatic)

Cargo heat controls to 45 and overheats at 90. OVHT closes shutoff until temp below 90(.

Bulk vent raises heated temperature to 65(.

Pressurization

The pressurization works the same on the 757 and 767.

Landing altitude must be set, including return to field.

AUTO INOP is indicated for failure of both controllers or selection of manual mode.

Index rate is 500 fpm climb, 300 fpm descent.

In cruise mode cabin will climb at half rate to reach landing altitude if it is higher than cruise cabin altitude.

Inactive controller is tested on landing.

Pressurization failure:

10,000 feet cabin altitude warning and siren (resets at 8,500 ft.), fasten seatbelt lights illuminate automatically.

11,000 feet a signal (AC or DC depending on mode) is sent to close outflow valve.

14,000 signal sent to drop masks and RETURN TO SEAT lights in lavs inhibit.

Air Conditioning

I think that either Volume 2 description would cover the air conditioning system. Basically, the only way to make one zone a different temperature from the other is to add hot air this is what the trim system does. Thus, the packs are set to control to the lowest temperature requested and the trim air will add heat to warm the zones which require more heat.

There is no manual mix valve control. Just three settings of Normal, Hot, and Cold where the pack valves are modulated to give a fixed output temperature.

APU

Will provide electrics to max certified ceiling

Will provide pneumatics to approximately 17,500.

External control panel is on the nose gear (emergency use only).

Aircraft battery must be on to start, but it has its own battery for starting. Will not deplete the main aircraft battery in standby power scenario.

Turning off battery switch on ground will cause normal shutdown. Problem is that there will be no fire protections with the battery off.

Duty cycle limit -- 3 starts in 60 minutes

Turning switch to OFF closes bleed valve and then 90 second cool down unless APU bleed has already been off for 90 seconds.

Turning APU switch to START will cancel shutdown request.

APU will shut down automatically for FAULT or FIRE without 90 second delay.

FAULT can be reset by cycling APU selector switch. One restart is permitted unless EICAS APU FUEL VALVE.

Autoflight

CWS will hold heading with less than 3( bank.

Throttles enter hold at 80 knots. Thus, abort below 80 knots requires manual A/T disconnect.

F/S indicator on ADI is 10 knots either direction (20 total).

Automatic Speed Protection of auto-throttles is provided for:

FLAP LIM

SPD LIM

ALPHA (not annunciated during windshear)

Airspeed/Mach automatic switch occurs at .8 Mach and 300 knots.

HDG HOLD rolls wings level and holds heading it rolls out on. Contrast this with ALT HOLD which returns to the altitude that the button was pressed at?

F/D takeoff

Roll commands existing ground track at liftoff

Pitch controls liftoff +15 or V2+15 up to V2+25, whichever is faster.

Engine failure pitch mode:

Speed up to V2 if needed

Hold existing speed between V2 and V2+15

Slow down to V2 + 15 if needed

400 feetroll mode can be engaged

1000 feet (Vref 30 + 80 kots or VNAV) and set climb thrust

GA mode

Arms at flaps or glideslope capture

Autothrottle increases thrust to establish 2000 fpm climb

AFDS increases pitch to hold existing speed or selected MCP speed whichever is higher.

Different roll or pitch mode can be selected above 400 feet.

Single autopilot at change in pitch or roll mode.

LOC capture occurs when within 120( of front course

LOC capture slews heading to course set in ILS control panel.

G/S capture occurs when within 80( of front course and within capture range of G/S.

To get B/CRS, press B/CRS and then localizer. Front course must be set in ILS control panel.

Autoland

JB Comments: Beyond just knowledge for the Category 3 approaches, there is some more useful information here. I like to straighten the aircraft in a crosswind, just before the flare...just personal habit. If you are landing from an ILS to a 29 knot crosswind such as in one simulator scenario, remember that the slip will already be initiated by the autopilot at 500 feet.

With the exception of a 757 round trip to satisfy OE requirements, I have flown only the 300, mostly ER on the line. Thus, take this advice with a little caution. You might consider the differences between the various aircraft in the point at which the auto-pilot reduces the throttles to idle as an indication of the landing characteristics of each aircraft and as to when you can reduce the thrust during the flare.

1500 feet

All three autopilots engage (LAND3).

Center A/P switches from left buses to standby buses

Should get (LAND2 and NO LAND3) or LAND3

Parallel rudder

FLARE armed and ROLLOUT armed.

500 feet: runway alignment up

330 RA: trim bias (only for LAND 2)

Below 200

Bus isolation (LAND3)

Upper window of ASA is inhibited and lower window will change only for NO AUTOLAND

Runway symbol rises.

45 feet: FLARE capture IDLE armed

25 feet: thrust levers move to IDLE

5 feet ROLLOUT capture and auto go-around inhibited.

767

-200 autoland idle at 45 RA, trim bias at 330 RA. (LAND 2 only)

-300 autoland idle at 15 RA, trim bias at 100 RA. (LAND 2 only)

Windshear

Active below 1500 feet

PLI active when flaps not up.

Electrical

Figure 1 767 ER

Volume 2 of the 767 describes both airplanes well. I cant think of any significant differences between the 757 and the 767 domestic. I would read the 767 Volume 2 rather than the 757 Volume 2 because it covers both the basic configuration and the ER configuration.

OFF being off in the APU OFF light means that the generator breaker is closed if. Thus, even though the APU isnt powering anything. Looking at the panel think of it as powering the tie bus.

ISLN in bus tie switch is because the bus tie breaker is locked open because of a bus fault or manual selection of switch.

Bus priority

1. Respective engine generator

2. APU (if operating)

3. Opposite Engine Generator

Switching is automatic except that selecting ground power will trip other sources.

Load shedding of one or both utility buses occurs for:

1. Engine start

2. Single generator ops

3. Generator overload (must be manually reset)

Throttle is advanced on the ground with single power source.

Other busses

Captains flight instrument transfer bus

First officers flight instrument transfer bus

Standby AC bus

Essential flight instruments

navigation

communications

lighting system

Ground handling bus

can only be powered on the ground from APU or external and operates cargo handling equipment and fuel servicing. It is powered with the EXT PWR AVAIL on or APU is operating.

Ground service bus. It is powered by the right main bus anytime that the right main is powered. However, it can be powered from the ground handling bus using the button on the forward flight attendant panel.

main battery charger

APU battery charger

Left forward boost pump

equipment cooling fan

Miscellaneous cabin and system loads

Cycling generator switches resets fault trip circuitry.

DC and Standby Busses

Busses will automatically tie to other side with both BUS TIE switches in AUTO.

OFF can mean failure of AC, DC or both standby busses.

Left DC powers battery bus then standby DC and if needed standby AC.

The standby busses can be powered indirectly from the right side in that the ground service bus, which is on the right side, powers the battery charger which can power the standby busses.

Battery is good for 30 minutes of standby power.

767 ER

Volume 2 describes the system, but here is my summary: In addition to standby power, the ER adds another layer of electrical backup above standby power using a generator driven by a hydraulic motor in the center hydraulic system. The HDG (hydraulic driven generator) operates when both AC busses fail. With both AC busses gone, the center hydraulic AC pumps will be inoperative, but the ADP (Air Driven Pump) will still provide hydraulic pressure to the center system.

In the event of a go-around using the HMG, gear retraction will interrupt HMG functioning.

This is a highly degraded mode, but it will at least provide the captain (switchable to F/O) with flight instruments instead of just the standby instruments.

This is somewhat Rube Goldberg. I think that you need to go back to the history of ETOPS (Extended Twin engine Operating Procedures or something close). The HMG was a mod developed to add a little more redundancy when TWA pioneered using the 767 for international ops.

There are also L and R XFER buses.

Has HDG, Hydraulic Driven Generator. If both main busses are lost it will power:

L XFER BUS

R XFER BUS

CAPT FLT INST BUS

Standby AC.

Additionally it provides DC power to the HOT BAT BUS which will power the BATTERY bus and the STANDBY DC. The amount of DC power is less than a fully charged battery so DISCH may initially illuminate.

FLT INSTR BUS PWR switch to ALTN allows F/O FLT INST BUS to be powered instead of captains. The problem is that you will loose all electronic flight instruments for 10-15 seconds.

CAT III

Normally left and center FCCs are powered by the left AC and DC busses. During Cat III the center reverts to standby inverter and hot battery bus. This happens when approach mode is selected. Above 200 feet RA, the center will revert back to the left side in the event of a left generator failure. This results in LAND2/NO LAND 3.

EICAS

Cancel removes existing warning and caution and moves to the next page if applicable. Warnings cannot be cancelled.

Caution and beeper inhibited on the ground with both fuel levers off and during takeoff above 80 kts.

At rotation master warning and fire bell are inhibited for 20 seconds or 400 ft.

Its not necessarily a procedure, but it is good habit to cancel messages at the end of a procedure so any new messages will be apparent.

Engine

Fuel control controls both fuel valves.

EGT allowed in amber band for 5 minutes. After 5 minutes in this range during T.O. and Go Around the amber will display. In other words, the amber band display is inhibited for 5 minutes during T.O. and go-around even though the EGT may be in that range.

Engine permitted 20 minutes in amber band of oil temp.

Minimum oil quantity for dispatch is 17 quarts.

Engine Vibration is highest vibration. BB is broad band if there is a fault.

Engine start:

50% N2 is starter cutout

Starter duty cycle is continuous for up to 5 minutes then cool for 30 seconds for each minute of operation. After 2 continuous 5 minute cycles, cool for 10 minutes prior to each subsequent duty cycle. This is from the expanded normal procedures and should cover all engines.

50% N2 is considered the threshold of engine running or not. This 50% threshold applies to many things like the old 35 psi oil pressure switch on the JT8-D.

Auto ignition activates igniter with flaps lowered or engine anti-ice on.

GA is automatic at G/S intercept or flaps. T/O is automatic on the ground, but it is a good idea to verify that T/O is set.

EGT should indicate light-off by 20 seconds of adding fuel. N1 must occur by EGT rise.

Reverse thrust: must be on ground with throttles at idle, EEC down trims fuel for thrust limiting.

EEC

Note that Pratt and Whitney use EPR as the primary engine parameter and GE uses N1. The big thing is to know what the switches on the panel for each EEC do.

PW 2037 (757)

Switch is power switch -- NORM/ALTN note: For Ground Use only. EEC is powered by its own permanent magnetic generator, PMG. If the permanent magnetic generator of the EEC fails, the engine shuts down. The ALTN mode powers the EEC from ships power. Although the ALT switch could be used to start the engine again, it is not procedural. The explanation seems to be that further damage might be done by restarting the engine in ALT. For example, if failure was due to the shaft for the PMG breaking and dropping into the engine, a restart could do more damage.

The throttles are fly by wire no cable, just electronic signals. Also referred to as FADEC (Full Authority Digital Engine Control).

EEC has dual channels and will progressively degrade to N1 and N2 mode. N1 is no overboost, N2 is no overboost or overspeed.

If N2 get to 105% engine is downtrimmed to fixed 87% N2. This can only be reset with engine shutdown.

GE non-FADEC (most domestic 767s)

These are on the domestic aircraft, both 200 and 300 with the exception of four domestic 300s.

Switch is an on/off switch ON/INOP

This is actually a cable to a hydromechancal fuel controller. The EEC works by downtimming fuel. Throttle should be retarded to 70%N1 before retarding. When switch is selected to off the downtrim will be removed and engine will speed up with no overspeed protection.

If switch is NORM/ALT, this is the FADEC version. ALT illuminates when alternate is selected manually or automatically. Auto throttles work in both modes.

PW 4000 (some ERs)

FADEC

EEC has SCU (supplemental control unit) for backup power supply.

Switch is mode selector: NORM/ALT

ALT mode is an N1 instead of EPR mode. Autothrottles and thrust limit protection not available in ALT, overspeed protection is.

If 105% N2 is reached, engine will most likely shutdown. It actually goes to fixed fuel flow which is probably insufficient to keep the engine running.

GE FADEC (Some ERs)

Switch is mode selector NORM/ALT mode control switch.

ALT mode does not provide overthrust but does provide over speed protection.

Auto-throttles available in hard mode.

Automatic reversion to ALT is soft modethink that it was done by software. Manually reverting to ALT is hard mode. The important difference is that when you go to hard mode for the procedure to illuminate thrust lever stagger, the engine speed may increase speed similar to the non-FADEC GE. Thus, you must retard the thrust lever first.

Flight Controls

Speedbrakes

On ground, armed, reversers will effectively arm is not armed.

Spoilers #4 and #9 do not extend with speed brake handle ground spoilers only.

Auto spoilers are activated when spoilers are armed at touchdown by:

Both thrust levers at idle

Both truck sensors indicating on ground.

note: Spoilers will extend when reverse is selected even if not armed.

AUTO SPD BRK: do not arm speed brakes

SPOILERS light: one or more pair inop

SPEEDBRAKES light: speed brake handle is beyond armed and flaps beyond 20 or RA below 800 feet.

Roll

Ailerons are backwards order. Left aileron is powered by R and C hydraulics and right is by C and L.

767

The 767 has both inboard and outboard ailerons. The outboards are locked out at high speed. AILERON LOCKOUT means that lockout is in incorrect configuration.

Pitch

Each elevator has servos from each hydraulic system

Trim motors powered by center and right hydraulics.

Autopilots L and C use left motor, R uses right motor. Autopilots trim at half speed.

Flag in stab trim indicator means loss of power to indicator. No index means other fault.

UNSCHED STAB TRIM:

1. Stabilizer movement sensed without trim signal

2. Manual trim levers are used with autopilot engaged

3. Stab is moving in opposite direction to Mach trim signal.

STAB TRIM: one of the two stab brakes fail to release during yoke trimming half speed.

767

Powered by left and center hydraulic

nudger only works clean

no indication of mach trim failure.

PES (Pitch Enhancement System)

automatic with left and center hydraulic failure

right system drives PES. Uses trapped left system fluidsort of a PTU from the right hydraulic to the left trim motor.

speed

only yoke trim

Yaw

has ratio changer

Failure of rudder ratio results in RUDDER RATIO light. Left system is depressurized to rudder with failure.

Yaw damper INOP results from bad IRS data, fault, or low pressure. L yaw damper is center hydraulic and R yaw damper is right hydraulic.

Hi Lift

Slats: mid range at flaps 0-20, full at 25-30

Alternate flaps put slats at full for 20( flap setting. Slat asymmetry, but no flap asymmetry protection.

Auto-slats: The slats extend from midrange to full extend on receiving a stall warning.

767

Two power drive units for slats: one for inboard and one for outboard

Flaps 1 is really flaps 0 and mid range slats.

ER load relief causes retraction to 20( instead of 25(.

Does not have auto-slats, but has control column nudger which only works clean.

No alternate slat asymmetry protection.

Fire Detection and Protection

Engine fire, engine overheat, and APU fire loops are continuously and automatically tested. A loop failure results in EICAS message and single loop sensing. A dual loop failure results in FIRE/OVHT SYS and system fail light. Status page will show which system failed.

Engines

Pulling handle causes:

Bleed Valve Closes

Hydraulic Supply Valve Closes

Fuel Valves Close

Generator Breaker and Field Trips

Engine Fire Bottles Arm

Fire Bell Silences

Handle has interlock like 737.

Overheat loops are separate loops.

Fire bell is 1 second on and 10 seconds off.

Fire bell and glareshield warning are inhibited from rotation to 400 feet or 20 seconds after takeoff.

APU

Dual dedicated bottles.

APU autoshutdowns for fire

Pulling APU handle does same thing as engines except that there are no hydraulics

APU external controls are on the backside of the nose gear.

Cargo

Warning requires both detectors to indicate smoke.

System tested at power transfer or manually.

ARMING either switch

Arms Bottles

Silences Bell

Turns off associated cargo heat fan

FWD arming switch also:

Turns off both recirculation fans

Opens overboard exhaust valve

AFT arming switch also:

Turns Off Right recirculation fan

Turns off Aft Cargo Heater

Bottle #1 is larger. Either bottle can be discharged into either compartment.

Smoke detector is unable to tell between smoke and extinguisher cloud. Thus, fire indication might remain after fire is extinguished.

Not self-monitoring. Self test occurs when power applied or transferred. Will self configure for single detector configuration if failure is detected during test.

Wheel wells

single loop

767

Arming either cargo arming switches kills both recirculation fans.

Each switch closes respective heat valves

767-300

single discharge switch. It blows #1 bottle then blows #2 30 minutes later or at touchdown.

Agent is metered to keep required concentration of agent.

ER has three bottles, #1, #2, #2a

Flight Instruments

FMC ALTN is other side-- 2 FMCs

EFI switch determines which switch. ALTN is center3 symbol generatorsThe center symbol generator always uses the center ILS and radio altimeter. If both pilots are on ALT, then left instrument sources supply data.

IRS ALTN is center3 IRS units

Right ADC supplies TAS and SAT and ALTN will not switch it.

VNAV full deflection of football is 400 feet. Top to bottom is 800 ft.

In addition to total symbol generator failure, EFI will get center ILS and RA. SIR EFISymbol Generator, ILS, RA.

IRU

ALIGN flashes for:

Aircraft movement during alignment

Suspected entry error such as the entered position being more than a tolerable distance from the last position.

No position entered on full alignment with 10 minutes.

Left and center IRUs operate for 5 minutes on aircraft battery power. The right one operates till the battery dies. Logic: The right IRU drives the captains RDMI. Remember that the captains ADI and HSI EFIS are dead on standby power and having the captains IRU would accomplish nothing for the captain.

ER

Left and center run till aircraft battery dies and the right one runs for five minutes. HDG operates these IRUs. The logic is that these will run indefinitely on HDG power. In the event of standby power, the F/O can select the IRU using the instrument transfer to get the center IRU to drive the captains RDMI.

Fuel

APU fuel is from left manifold. LEFT FWD AC pump normally provides fuel during start regardless of switch position. DC pump will provide if AC is not available. There is no indication of this DC pump operation.

Capacity 14.5+46.0+14.5=75.0

Fuel temp is from right tank

Center tank pumps are pressure override type.

Center tank pumps inhibited below 50%N2. Turning off pumps inhibit the low pressure lights. In other words, low pressure lights mean that you are asking for the pumps to provide fuel and they are not.

FUEL CONFIG light

Imbalance of 1800 lbs

Center has more than 1200 lbs with center pumps off

Low fuel of 2200 lbs in a main tank

Total fuel quantity is a separate set of probes from individual tank readings.

767

Temperature sensors and fueling station is on the left side.

Center tank on the non-ER planes are actually two more inboard tanks piped together to function as a single tank.

Capacity: 41.0+30.0+41.0=112.0

Fuel config light is at 2000 lbs, but with a remark of +- 500 lbs. 1800 lbs is probably close enough.

767ER

Only center tank can be jettison, 2600 lbs per minute

FAULT light illuminates with either pump or transfer valve malfunction. Additionally, there is a disagreement light in the nozzle switches.

Capacity: 41.0+80.4+41.0= 162.4

Center pumps also provide pressure to jettison.

GPWS

Warns for:

Excessive Descent Rate

Excessive Terrain Closure Rate

Unsafe Terrain Clearance

Altitude Loss after Takeoff or Go-Around

Descent Below Glideslope

Can be inhibited below 1000 ft. Alert resets below 50 or climbing above 1000.

Descent Below Decision Height

Windshear Warning

Active from takeoff to 1500 RA.

Hydraulics

Figure 2 757 Hydraulics

Volume 2 (757) pretty much describes the hydraulic system. A PTU (Power Transfer Unit) is just a hydraulic motor in one system that drives a hydraulic pump in another system. Thus, the system pressure in one system can be used to provide pressure to another system with no fluid exchange.

The left, right, and center reservoirs of the 757 and the center reservoir of the 767 have reserve fluid. Normally, the hydraulic system does not feed from the very bottom of the reservoir, but from a standpipe. If the system leaks, it will leak down to the standpipe but there will be some fluid at the bottom of the reservoir below the standpipe this is reserve fluid.

Left system is similar to A system on the 737 except that each hydraulic system controls its own thrust reverser. Here is what is on it:

Flight Controls

Left thrust reverser.

Flaps and Slats

Landing Gear

Nose Wheel steering

Alternate brakes

PTU can provide pressure from right system to Flaps and Slats, Landing Gear, and Nose Wheel Steering. (Flaps, slats, steer, and gear) on the left side. During PTU operation, only these items are powered by the PTU and are isolated.

Center is for flight controls

Right system is:

Flight Controls

Right TR

Normal Brakes

Reserve Brakes (only from electrical pump)

C2 is load shed pump for single generator

Reserve fluid is used for: left/PTU, center/RAT, right/reserve brakes

PTU is automatic whenever left engine is shut down or left engine pump pressure is low and right engine is running. It is inhibited if right engine is shut down. PTU only powers flaps, slats, steer, and gear. It is from the standby part of left reservoir.

RAT is automatic with loss of both engines. It provides pressure to the center system for flight controls. Green PRESS light in switch indicates RAT is providing minimum pressure. At least130 knots is required.

767

Figure 3 767 ER

The 767 is almost an entirely different hydraulic system. There are three separate schematics in Volume 2. These schematics are basically, ER (which is a 300), domestic -- 300, and 200. The systems are essentially the same. The 767-200 does not have a tailskid. The ER has an HDG (Hydraulic Driven Generator). If you look at the differences section of Volume 1, some of the ER aircraft have pneumatically powered thrust reversers. This is why you will see that the thrust reversers are missing from the ER schematic. However, some ERs have hydraulic thrust reversers. This is not part of the curriculum and I wouldnt worry about it for the oral.

Center system

Flaps and Slats

Landing Gear

Nose Wheel Steering

Alternate Brakes

Reserve Brakes (note that this is different from 757 left system)

Only center system has standpipe and reserve hydraulic fluid for reserve breaks and nose wheel steering

Left and right electric pumps are demand pumps.

Center system adds an ADP air driven pump. The ADP needs DC electricity to open the valve. If the battery were to die, such as after 30 minutes of standby power, the ADP would not work even though there is pneumatic power because the valve would not open. Thus, after the battery dies you lose flaps and gear even tough you might have the pneumatics to run the ADP.

The ADP normally comes on for system pressure, but it also anticipates the need and runs for:

flap operation

gear retraction

ground spoiler deployment

low system pressure

no reservoir head pressure monitor logic in RESEVOIR lights.

ER

There is an HDG- Hydraulic Driven Generator. The HDG is discussed under the Electrical section. In the event of loss of all AC, the HDG will run via the ADP. Flaps and Slats will operate slower due to flow reducer. HDG operation will be interrupted if gear is retracted due to the increased load of retraction.

Ice and Rain

Engines can be de-iced from opposite side.

first 3 slats outboard of engine are anti-iced

Anti-ice will not operate on ground

Probe heat is provided anytime engine is running

If window heat resets after INOP then it was an overheat. If not, it was a fault.

767

Engine heat is downstream of bleed valve. No way to anti-ice from opposite side.(note: I have heard that this has been a problem out over the N. Atlantic with one shut down. Thus, this is a potentially significant fact.)

Wing anti-ice valves close after landing but no VALVE light.

ER has two ice sensors

ER has automatic anti-ice. ICING light will not illuminate when auto anti-ice is taking place. ICING will illuminate if icing is detected and either an engine or wing is not being de-iced because of manual selection or automatic failure. Automatic anti-ice inhibited on ground.

Landing Gear

Ground sensing is from nose strut and truck tilt.

Main gear has uplocks for gear and doors. Nose gear has over center lock.

Alternate gear extension uses DC hydraulic pump. Uses trapped fluid from left side to release uplocks and gear doors.

767

Center hydraulics

Only doors have uplocks on main gear. Main gear is held by the doors.

Alternate extension uses DC motor for direct mechanical linkage to release door uplocks. Nose gear doors are mechanically linked and will close when gear extended. Mains will remain open.

300 and ER

There is a tail skid.

Brakes

Normal is right side.

Has accumulator with preload.

Alternate brake system is automaticonly indication is ECAIS message

BRAKE SOURCE indicates loss of both alternate and normal systems.

Reserve brakes isolate right AC pump with reserve reservoir (below standpipe) fluid for brakes. Brake source light extinguishes when there is adequate pressure to reserve brake system.

If normal fails, then alternate, if alternate fails, then reserve, if reserve fails then accumulator.

Brake Temperature

Not instantaneous. It takes about 10-15 minutes. Each digit represents 100(F. For example, 3 = 300(F. BRAKE TEMP light illuminates when a hi temp (500(F) brake is detected.

Normal is 0-2 (blue number, blue box)

Threshold is 3-4 (blue number, white box)

High is 5-9 (white number, white box)

RTO is activated by both throttles retarded to idle above 85 kts.

RTO selector automatically moves to off after takeoff.

Auto-brakes disarm at:

Manual brakes

Advancing either throttle

Stowing Speedbrake

Selecting Disarm or Off

Fault in auto-brake or anti-skid system

767

Alternate and reserve brakes are powered by the center.

Reserve brakes are automatically selected inflight when center hydraulic reservoir goes below 50% quantity. It lost on the ground, it must manually be selected. The reserve braking system uses standpipe fluid and No.1 electric hydraulic pump which is isolated to provide only for alternate brakes and nose wheel.

Nose wheel steering is on reserve brakes also

Warnings

Takeoff is for flaps, parking break, spoilers, and trim

Cabin altitude comes on a 10,000 ft. and cancels at 8,500.

Landing configuration is for any gear not down and locked with:At or below 800 feet RA with either throttle at idle or Flaps in landing configuration.

Master warning glareshield light and siren inhibited from 80 knots to 400 feet or 20 seconds after rotation.

767 differences

There is a control column nudger

Memory Items

From QRH 01-31-05

Aborted Engine Start

FUEL CONTROL SWITCH..CUT OFF

[Removes fuel and ignition from the engine.]

CABIN ALTITUDE OR RAPID DEPRESSURIZATION

OXYGEN MASKSON, 100%

CREW COMMUNICATIONS..ESTABLISH

DUAL ENGINE FAILURE

ENGINE START SELECTORS (Both)....FLT

THRUST LEVERS (Both)....CLOSE

FUEL CONTROL SWITCHES (Both)..CUT OFF, THEN RUN

ENGINE FIRE OR SEVERE DAMAGE OR SEPARATION

AUTOTHROTTLE ARM SWITCH.OFF

[Autothrottle use not recommended under engine inoperative conditions]

THRUST LEVER..CLOSE

[Assist in recognition of affected engine.]

ENGINE FIRE OR SEVERE DAMAGE OR SEPERATION

AUTOTHROTTLE ARM SWITCH..OFF

[Autothrottle use not recommended under engine inoperative conditions.]

THRUST LEVERCLOSE

[Assists in recognition of affected engine.]

ENGINE LIMIT OR SURGE OR STALL

Condition:

Engine EGT or RPM are abnormal or are approaching

or exceeding limits, abnormal engine noises are

heard, or there is no response to thrust lever

movement

AUTOTHROTTLE ARM SWITCHOFF

[Allows thrust lever to remain where manually positioned.]

THRUST LEVERRETARD

Retard until indications remain within normal limits or the thrust lever is closed.

Note: Do not initiate an overwater crossing when a surge or stall has been experienced.

Note: EGT may take up to two minutes to recover to normal range.

ENGINE TAILPIPE FIRE

FUEL CONTROL SWITCH..CUT OFF

SMOKE OR FUMES AIR CONDITIONING

OXYGEN MASKS AND SMOKE GOGGLES..ON, 100%

CREW COMMUNICATIONS.. ESTABLISH

SMOKE OR FUMES OR FIRE ELECTRICAL

OXYGEN MASKS AND SMOKE GOGGLES..ON, 100%

CREW COMMUNICATIONSESTABLISH

SMOKE OR FUMES REMOVAL

OXYGEN MASKS AND SMOKE GOGGLES..ON, 100%

CREW COMMUNICATIONS.ESTABLISH

Limitations

From Vol1 1/31/05

Operational Limitations

# Runway slope+/ 2%

# Maximum Operating Altitude(757) 42,000 feet pressure altitude

(767) 43,000 feet pressure altitude

# Maximum Takeoff and Landing Altitude8,400 feet pressure altitude

# Maximum Takeoff and Landing Tailwind Component10 knots or as permitted by Delta

10-0 special pages

Non-AFM Operational Information

# Turbulent air penetration speed is: 290 KIAS /.78 Mach

# The maximum takeoff and landing crosswind for normal operations is 29 knots.

Door Mounted Escape Slides

# Entry door evacuation slide systems must be armed and engagement of the girt bar with door sill verified prior to taxi, takeoff, or landing whenever passengers are carried.

Air Conditioning/Pressurization

# The maximum differential pressure is 8.6 psi.

# The maximum differential pressure for takeoff and landing is 0.125 psi.

Auto Flight

Autopilot

# After takeoff, the autopilot must not be engaged below 200 feet AGL.

# Use of aileron trim with the autopilot engaged is prohibited.

Automatic Landing

Headwind25 knots

Crosswind25 knots

Tailwind10 knots

# Maximum allowable wind speeds when landing weather minima are predicated

on autoland operations:

# Autoland authorized for flaps 25 or 30 landing only.

Note: Do not autoland A/C when ground speed exceeds 165 kn

Engine

Ignition

# Continuous ignition must be on (engine start selector in the CONT position)

while operating in severe turbulence.

Note: Continuous ignition is automatically provided with flaps out of the "UP" position or in icing conditions when engine antiice is on.

Oil Quantity

# Minimum oil quantity, prior to engine start, is 17 quarts.

Engine Indicating

# The flight crew shall not blank engine vibration display during

takeoff.

(757) N2 Control Mode

# Takeoff in N2 control mode (engine limit protection light illuminated) is not permitted.

Engine Fuel System

# The use of Jet B and JP4 fuel is prohibited.

# The maximum fuel temperature is 49C (120F).

# The maximum fuel imbalance for dispatch is 1,500 pounds.

Reverse Thrust

# Reverse thrust is for ground use only.

# Backing of the airplane with the use of reverse thrust is prohibited.

Flight Controls

# The maximum altitude for flap extension is 20,000 ft.

Traffic Alert and Collision Avoidance System (TCAS)

# Pilots are authorized to deviate from their current ATC clearance to the extent

necessary to comply with a TCAS resolution advisory.

Profiles

QRH 1/31/05

Takeoff Profile- Engine Failure

ILS Approach Profile One Engine Inoperative

Instrument Approach Using VNAV Profile One Engine Inoperative

Instrument Approach Using V/S Profile One Engine Inoperative

Circling Approach Profile One Engine Inoperative

Visual Traffic Patter Profile One Engine Inoperative

Missed Approach/Go-Around Profile All Approaches

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