X-PLANE 11 GUIDE

FLIGHT FACTOR
BOEING 757-200BY CHUCK
LAST UPDATED: 15/12/2018

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TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – COCKPIT LAYOUT
• PART 3 – FLIGHT PLANNING
• PART 4 – START-UP PROCEDURE
• PART 5 – TAXI
• PART 6 – TAKEOFF, CLIMB & CRUISE
• PART 7 – AUTOPILOT
• PART 8 – APPROACH & LANDING

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 The Boeing 757 is a mid-size, narrow-body twin-engine jet airliner that was
designed and built by Boeing Commercial Airplanes. It is the manufacturer's
largest single-aisle passenger aircraft and was produced from 1981 to 2004.
The twinjet has a two-crew member glass cockpit, turbofan engines of
sufficient power to allow takeoffs from relatively short runways and higher
altitudes, a conventional tail and, for reduced aerodynamic drag, a
supercritical wing design. Intended to replace the smaller three-engine 727 on
PART 1 – INTRODUCTION
short and medium routes, the 757 can carry 200 to 295 passengers for a
maximum of 3,150 to 4,100 nautical miles (5,830 to 7,590 km), depending on
variant. The 757 was designed concurrently with a wide-body twinjet, the 767,
and, owing to shared features, pilots can obtain a common type rating that
allows them to operate both aircraft.

In the early 1970s, following the launch of the wide-body 747, Boeing began
considering further developments of its narrow-body 727 trijet. Designed for
short and medium length routes, the three-engined 727 was the best-selling
commercial jetliner of the 1960s and a mainstay of the U.S. domestic airline
market. Studies focused on improving the 189-seat 727-200, the most
successful 727 variant. Two approaches were considered: a stretched 727-300,
and an all-new aircraft code-named 7N7. The former was a cheaper derivative
using the 727's existing technology and tail-mounted engine configuration,
while the latter was a twin-engine aircraft which made use of new materials
and improvements to propulsion technology which had become available in
the civil aerospace industry.

As development progressed, the 757 increasingly departed from its 727 origins
and adopted elements from the 767, which was several months ahead in
development. To reduce risk and cost, Boeing combined design work on both
twinjets, resulting in shared features such as interior fittings and handling
characteristics. Computer-aided design, first applied on the 767, was used for
over one-third of the 757's design drawings. In early 1979, a common two-
crew member glass cockpit was adopted for the two aircraft, including shared
instrumentation, avionics, and flight management systems.

Boeing built a final assembly line in Washington at its Renton factory, home of
707, 727, and 737 production, to produce the 757. Early in the development
program, Boeing, British Airways, and Rolls-Royce unsuccessfully lobbied the
British aircraft industry to manufacture 757 wings. Ultimately, about half of the
aircraft's components, including the wings, nose section, and empennage,
were produced in-house at Boeing facilities, and the remainder subcontracted
to primarily U.S.-based companies. Fairchild Aircraft made the leading edge
slats, Grumman supplied the flaps, and Rockwell International produced the
main fuselage. Production ramp-up for the new narrow-body airliner coincided
with the winding-down of the 727 program, and final assembly of the first
aircraft began in January 1981.
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 Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on
the Atlanta-to-Tampa route. On February 9, 1983, British Airways began using
the aircraft for London-to-Belfast shuttle services, where it replaced Hawker
Siddeley Trident 3B trijets. Charter carriers Monarch Airlines and Air Europe also
began 757 operations later that year. Early operators noted improved reliability
PART 1 – INTRODUCTION
and quieter performance compared with previous jetliners. Eastern Air Lines, the
first 727 operator to take delivery of 757s, confirmed that the aircraft had
greater payload capability than its predecessor, along with lower operating costs
through improved fuel burn and the use of a two-crew member flight deck.
Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent
less fuel per seat, respectively, on typical medium-haul flights.

The 757-200 is the original version of the aircraft. The type was produced with
two different door configurations, both with three standard cabin doors per side:
the baseline version has a fourth, smaller cabin door on each side aft of the
wings, and is certified for a maximum capacity of 239, while the alternate
version has a pair of over-the-wing emergency exits on each side, and can seat a
maximum of 224. The 757-200 was offered with a MTOW of up to 255,000
pounds (116,000 kg); some airlines and publications have referred to higher
gross weight versions with ETOPS certification as "757-200ERs", but this
designation is not used by the manufacturer. Similarly, versions with winglets are
sometimes called "757-200W" or "757-200WL".The first engine to power the
757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-
535E4 in October 1984. Other engines used include the RB211-535E4B, along
with the Pratt & Whitney PW2037 and PW2040.

The wings are largely identical across all 757 variants, swept at 25 degrees, and
optimized for a cruising speed of Mach 0.8 (533 mph or 858 km/h). The reduced
wing sweep eliminates the need for inboard ailerons, yet incurs little drag
penalty on short and medium length routes, during which most of the flight is
spent climbing or descending. The airframe further incorporates carbon-fiber
reinforced plastic wing surfaces, Kevlar fairings and access panels, plus improved
aluminum alloys, which together reduce overall weight by 2,100 pounds (950
kg). The landing gear was purposely designed to be taller than the company's
previous narrow-body aircraft in order to provide ground clearance for stretched
models. Fun fact: in 1982, the 757-200 became the first subsonic jetliner to offer
carbon brakes as a factory option, supplied by Dunlop.
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 In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise regulations fueled a turnaround in 757 sales. From 1988 to 1989, airlines placed 322
orders, including a combined 160 orders from American Airlines and United Airlines. By this time, the 757 had become commonplace on short-haul domestic flights and
transcontinental services in the U.S., and had replaced aging 707s, 727s, Douglas DC-8s, and McDonnell Douglas DC-9s. The 757-200's maximum range of 3,900 nautical miles
(7,220 km), which was over one-and-a-half times the 727's, allowed airlines to use the aircraft on longer nonstop routes.
Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic
PART 1 – INTRODUCTION
routes. In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu. Since the turn of the century, mainline
U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are insufficient for wide-body
aircraft. Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model.
Flight Factor, StepToSky and VMAX modelled the 757 to an impressive extent. Different engine variants with different avionic options are available from their custom EFB
(Electronic Flight Bag). Flight Factor also put an emphasis on other aspects of the aircraft that are often neglected by developers such as requiring doors to be open and stairs to
be installed to load/unload passengers, a center of gravity optimization function, custom checklists (normal, amplified and abnormal procedures), audio PA (Passenger Address)
announcements, and much more. All these little things add a lot to the immersion and I have to say… flying their 757 feels like a complete and gratifying experience.

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 TUTORIAL STRUCTURE
Before you even step foot in your virtual cockpit, you need to know where you are, where you are going, how you will
get there, what you need to get there. This document is structured like a short tutorial flight.
PART 1 – INTRODUCTION

The flight tutorial is structured as follows:

• Familiarize yourself with the cockpit layout

• Plan your flight
• Determine the flight route, fuel & cargo loads
• Spawn the aircraft and set it in a Cold & Dark state
• Provide aircraft with power
• Program the FMC (Flight Management Computer)
• Start–up the aircraft and make it ready for flight
• Taxi
• Takeoff
• Climb and cruise
• Explore autopilot capabilities
• Descend, approach and land

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 BEST RESOURCES
DISCLAIMER: Do not use this guide for real life flying. I mean it.
PART 1 – INTRODUCTION
Flight Factor 757 FCOM (Flight Crew Operations Manual)

Boeing 757-767 Study Guide, 2018 Edition by Rick Townsend

Boeing 757-767 – CiteSeerX Study Guide

http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.698.871&rep=rep1&type=pdf

B767 Flightdeck and Avionics (mostly applicable to 757)

https://www.scribd.com/doc/110643380/B767-Flightdeck-and-Avionics

767-300ER Flight Deck (Jerome Meriweather) (mostly applicable to 757)

http://meriweather.com/flightdeck/767/767-fd.html

Boeing 757-300 CBT (Computer-Based Training)

https://www.youtube.com/playlist?list=PLpNS2WzxM5y32A-ywMTuGBRhNPq5wWaf8

B757 check list (Full Run KDTW to KORD) by Oltcit Room (Youtube)
https://youtu.be/_EQ4U-mtItw

Flight Factor Boeing 757 v2 Tutorial Flight by Q8Pilot (Youtube)

https://youtu.be/HHNb0FQOY5I

FlightFactor 757 v2 Pilotedge KDEN to KSGU by Jon Fly (Youtube)

https://youtu.be/CHpvtQY6dNw

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 PART 2 – COCKPIT LAYOUT

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 PART 2 – COCKPIT LAYOUT

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 PART 2 – COCKPIT LAYOUT

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 PART 2 – COCKPIT LAYOUT

Front Flight Deck

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 PART 2 – COCKPIT LAYOUT

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PART 2 – COCKPIT LAYOUT

Cockpit Utility Light

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 Window Lock
Release Button

Window Lock Lever

PART 2 – COCKPIT LAYOUT

EFB (Electronic Flight Bag)

Click on EFB to use it
Window Crank

Nose Wheel Steering Tiller

Used to steer aircraft on the ground
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PART 2 – COCKPIT LAYOUT

EFB (Electronic Flight Bag)

In real life, an electronic flight bag is an electronic information management device that helps flight crews perform flight management tasks more
easily and efficiently with less paper. It is a general purpose computing platform intended to reduce, or replace, paper-based reference material often
found in the pilot's carry-on flight bag, including the aircraft operating manual, flight-crew operating manual, and navigational charts (including
moving map for air and ground operations). In addition, the EFB can host purpose-built software applications to automate other functions normally
conducted by hand, such as performance take-off calculations.

In the simulation world, an electronic flight bag is used as a user interface to change fuel loadout, cargo setup, interact with ground crews (like using
ground power units, fuel trucks, de-icing trucks, pushback, etc.), consult checklists, and set different simulation options.

To use an EFB, just click on the tablet in the cockpit and the EFB overlay will appear.

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PART 2 – COCKPIT LAYOUT

Oxygen Mask
Crew Oxygen Mask
Test Switch

Speaker 16
 Panel Lighting Brightness Control

Clock Chronograph Switch

Overhead Light Control Knob
PART 2 – COCKPIT LAYOUT
Flood Light Control Knob
Instruments / Flight Director Source Selector
(Left/Center/Right FMC)
Map Light Control Knob • Selects the flight control computer source of data
for the command bars on the associated ADI
(Attitude Director Indicator)

Navigation Source Selector

(Left MCDU/Left FMC/ Right FMC)
• Selects the FMC source of navigation and flight parameter
data for the associated HSI (Horizontal Situation Indicator)
• FMC: Flight Management Computer
• MCDU: Multipurpose Control Display Unit

IRS (Inertial Reference System) Switch

Selects IRS source of heading, track, attitude
and speed data for the associated ADI, HIS,
VSI and opposite RDMI.
(Normal (Blank) / ALTN (Alternate)
EFI (Electronic Flight Instrument) Switch
Selects symbol generator source for associated ADI and HSI.
• ALTN (Alternate): Selects center symbol generator including
outputs form the center ILS receiver and radio altimeter as the
source for the associated pilot’s ADI and HSI.
• NORMAL (Blank): Normal operation. For left switch, selects left
(Captain Side) symbol generator, left ILS and left radio altimeter as Air Data Source Selector
source for the Captain’s ADI and HSI. For right switch, selects right (Left/Right Air Data Computer provides
(First Officer Side) sources. information to Primary Flight Display and
Navigation Display) 17
 Stabilizer Trim (Nose
Up / Nose Down)

Aileron Trim Indicator

PART 2 – COCKPIT LAYOUT

Control Wheel / Yoke

Autopilot Disengage
Button
Control Column

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 Autopilot Command
PART 2 – COCKPIT LAYOUT
Airspeed Bug
Mach Indicator

VMO (Maximum Operating Speed) Pointer

Airspeed Inoperative Flag

VMO (Maximum Operating Speed) Flag

Airspeed Indicator (kts)

Airspeed Indicator Pointer (kts)

Distance to Right DME (Distance Measuring
Distance to Left DME (Distance Measuring Equipment) or Active Waypoint (nm)
Equipment) or Active Waypoint (nm)

Lubber Line
Your current heading
VOR1/ADF1 Needle

VOR2/ADF2
Needle

VOR1/ADF1 Selector
VOR2/ADF2
Selector

Compass RDMI (Radio Distance Magnetic Indicator) 19

 Captain’s PFD
(Primary Flight Display)
PART 2 – COCKPIT LAYOUT

Captain’s ND
(Navigation Display)

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 Decision Height (ft)

Radar Altitude (ft)

PART 2 – COCKPIT LAYOUT
Altitude Above Ground Level

Bank Angle Scale

Ground Speed (kts)
Flight Director
Pitch Angle Scale (deg) Magenta Lines

Autopilot Status
Autothrottle Status

Autopilot Pitch Mode Autopilot Roll Mode

Autothrottle Thrust/Speed Mode

Turn & Slip Indicator

Flight Mode Annunciator

Attitude Indicator

Captain’s PFD
(Primary Flight Display)

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PART 2 – COCKPIT LAYOUT

Calibrated Airspeed
Indicator (kts)

Ground Speed (kts)

Note: the PFD (Primary Flight Display) can come equipped with
different options that are customizable via the EFB (Electronic
Flight Bag).

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 Track Angle
PART 2 – COCKPIT LAYOUT

Heading Indicator
(Triangle)

Heading Scale

Distance to next waypoint (nm)

Range Scale (nm)

Captain’s ND
(Navigation Display)

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 Autoland Push-to-Reset Button Autoland Test 1 Switch

Autoland Test 2 Switch

Autoland LAND 3 Annunciator
LAND 3: all three autopilot systems and required airplane
PART 2 – COCKPIT LAYOUT
system inputs are operable in approach mode.
Altitude Indicator (ft)
Autoland NO AUTOLAND / NO LAND 3 Annunciator
Indicates that only 2 autopilot systems are operable for Autoland Marker Beacon Light: Airways Marker

Marker Beacon Light: Middle Marker

Autopilot Command Altitude Bug

Barometric Pressure Setting (mbar) Marker Beacon Light: Outer Marker

Altitude Indicator Pointer (ft)

Barometric Pressure Setting (in Hg)

Barometric Pressure Setting Knob (BARO)

Altitude Bug Setting Knob

VSI (Vertical Speed Indicator) (x1000 ft/min)

Clock

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 Standby Attitude Indicator Caging Knob

Standby Attitude Indicator

PART 2 – COCKPIT LAYOUT

Standby Engine Indications

Backup indications for EPR (Engine Pressure Ratio),
N1, EGT and N2.
OFF / ILS /BCRS Selector
• OFF/ILS: Removes/sets glide slope and localizer bars on standby
attitude indicator.
• B/CRS: Reverses sensing of localizer bar for back course approach.

Standby Engine Indications Auto/On Selector

• AUTO allows indication to be displayed automatically
when either AC power is lost, EICAS fails, both CRTs
Standby Airspeed Indicator (kts) (Cathode Ray Tube display) fail or if either CRT fails on
the ground and STATUS mode is selected.
Standby Altitude Indicator (ft) • ON sets standby indications displayed full time

Reserve Brakes Switch

Activates reserve brakes system.
Right Engine Oil Press Light
Engine oil pressure is below 70 psi

Brake Source Light Autobrake Switch

Indicates normal and alternate brake systems OFF / DISARM / 1 / 2 / 3 / 4 / MAX AUTO / RTO (Rejected Takeoff)
pressure is low if RESERVE BRAKES switch is off

Left Engine Oil Press Light Auto Brakes Light

Engine oil pressure is below 70 psi • Auto brake system has disarmed or
• Selector is on OFF position and auto brake valve is not closed
• Selector is in RTO position and auto brake have disengaged 25
 Cancel Switch Recall Switch
Removes existing caution and advisory Causes EICAS to display any caution and advisory
messages from the EICAS display. messages that were removed with the CANCEL switch
if the associated fault still exists.
PART 2 – COCKPIT LAYOUT

EICAS (Engine Indicating & Crew Alerting System) Cautions & Annunciators
• WINDSHEAR: Wind shear conditions detected
• SPEED BRAKES: Speed brake lever is aft of the ARMED position and airplane is below 800 ft radio
altitude and above 15 ft, or lever is aft of the ARMED position and landing flaps are extended above
15 ft radio altitude.
• ALT ALERT: Indicates 300 ft deviation from MCP (Mode Control Panel) altitude.
• A/T DISC: Auto-throttle is disconnected
• FIRE: APU (Auxiliary Power Unit), Wheel Well or Cargo Fire is detected.
• PULL UP: Excessive terrain close rate with gear and flaps not in landing configuration, or excessive
sink rate in any configuration..
• CABIN ALT: Cabin altitude is above 10,000 ft
• AUTO PILOT: At least one engaged autopilot channel is operating in a degraded mode.
• FMC: FMS (Flight Management System) is displaying a message on the MCDUs (Multipurpose Control
Display Unit).
• CONFIG: When on ground, indicates either throttle is near takeoff thrust with the associated engine
running and a configuration error exists. When in flight, indicates gear is not down below 800 ft with
throttle at IDLE, or gear not down with flaps in landing range.
• A/P DISC: Autopilot has disengaged.
• OVSPD: Aircraft has exceeded VMO / MMO (Maximum Operating Speed / Mach)
• GND PROX: Indicates one or more of the GPWS (Ground Proximity Warning System) mode warnings
or cautions have been activated.
• G/S INHB (Switch): Inhibits or cancels the below glide slope aural advisory and turns off the GND
PROX light when pushed below 1000 ft radio altitude.

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 Engine Crew Alerts
(i.e. PARKING BRAKE, FMC MESSAGE, etc.)
PART 2 – COCKPIT LAYOUT

Lower CRT (Cathode Ray

Tube) Display
EICAS (Engine Indicating Displays either secondary
and Crew Alerting System) engine page or status page
(Airbus Equivalent: ECAM )

Engine Secondary Data Cue

Displays secondary engine data
should be displayed on lower
CRT (Cathode Ray Tube) Display

EICAS Engine Display Button EICAS Status Display Button

Displays secondary engine data on lower Displays status data on lower CRT
CRT (Cathode Ray Tube) Display (Cathode Ray Tube) Display 27
 Total Air Temperature (TAT) (deg C) Thrust Mode Display
(TO = Takeoff, CLB = Climb…)

Auto-throttle target EPR (Engine

Pressure Ratio) or reference bug
EPR (Engine Pressure Ratio) Indication
PART 2 – COCKPIT LAYOUT

N1 (Fan Speed/Low Pressure Compressor Speed)

Indication (%RPM) PRATT & WHITNEY
PW2037 ENGINE
EGT (Exhaust Gas Temperature) Indication (deg C)

Engine N2 (High Pressure

Compressor Speed) (%RPM)

Engine Fuel Flow (x1000 lbs per hour)

Engine Oil Pressure (psi)

Engine Oil Temperature (deg C)

Engine Oil Quantity (Quarts)

Secondary Engine Page
Engine Vibration Indicator

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 Total Air Temperature (TAT) (deg C) Thrust Mode Display
(TO = Takeoff, CLB = Climb…)

Auto-throttle target EPR (Engine

Pressure Ratio) or reference bug
EPR (Engine Pressure Ratio) Indication
PART 2 – COCKPIT LAYOUT

N1 (Fan Speed/Low Pressure Compressor Speed)

Indication (%RPM)
ROLLS-ROYCE
RB211-535E4 ENGINE
EGT (Exhaust Gas Temperature) Indication (deg C)

Engine N2 (Intermediate-Pressure
Compressor Speed) (%RPM)

Engine N3 (High Pressure

Compressor Speed) (%RPM)

Engine Fuel Flow (x1000 lbs per hour)

Engine Oil Pressure (psi)

Engine Oil Temperature (deg C)

Engine Oil Quantity (Quarts)

Secondary Engine Page
Engine Vibration Indicator

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PART 2 – COCKPIT LAYOUT

Left/Center/Right Hydraulic System Fluid

Quantity (Quarts) & Pressure (psi)

APU (Auxiliary Power Unit) Parameters

RPM: Revolutions per Minute
EGT: Exhaust Gas Temperature (deg C) Status Page
OIL Q: Oil Quantity (Quarts)

Brake Temperature

Crew Oxygen Pressure (psi)

Flight Control Position

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PART 2 – COCKPIT LAYOUT
EICAS Brightness Knob
• Inner knob: upper CRT (Cathode Ray Tube) display brightness
• Outer knob: lower CRT (Cathode Ray Tube) display brightness EICAS Thrust Reference Set
• Inner knob: establishes manual control of reference EPR
(Engine Pressure Ratio) for engines selected on outer
EICAS Computer Selector knob. When pulled, causes thrust mode indicator to
• L or R selects associated EICAS computer for operation. display MAN and reference EPR indicator to indicate 1.55
• AUTO selects left EICAS computer for operation and right EPR. Rotating after pulling sets desired EPR.
for backup. • Outer knob: selects either Left, Right or Both engines for
manual EPR control by inner knob.

EICAS Max Ind Reset Button

Resets overtemperature and displays. Associated data is
stored in computer memory.
EICAS Engine Display Button
Displays secondary engine data on lower
CRT (Cathode Ray Tube) Display

Event Record Button

Records in computer memory system data as of time
pushed in flight. If pushed more than once, erases
EICAS Status Display Button previous data and reports new data.
Displays status data on lower CRT (Cathode Ray Tube) Display 31
 ENGINE TYPES INSTALLED ON THE 757-200
PRATT & WHITNEY PW2037 ENGINE ROLLS-ROYCE RB211-535E4 ENGINE
PART 2 – COCKPIT LAYOUT

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 PRATT & WHITNEY PW2037 ENGINE ROLLS-ROYCE RB211-535E4 ENGINE
PART 2 – COCKPIT LAYOUT

Note:
The PW2037 is a two-spool turbofan engine, while
the RB211 engine is a three-spool engine. This is
why there is an additional “N3” indication on the
Rolls-Royce engine page. We will further elaborate
what N1, N2 and N3 mean in the Engine Start
Procedure section.

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 Heading Reference Switch Climb Thrust Derate 1 Switch
NORM / TRUE heading Selects approx. 92 % of climb thrust

Climb Thrust Derate 2 Switch

Selects approx. 85 % of climb thrust
PART 2 – COCKPIT LAYOUT
Temperature Select Knob
Thrust Mode Select Buttons Selects assumed temperature for
Selects the thrust mode to be used by the reduced takeoff thrust.
thrust management computer for reference
EPR computation.
• TO/GA: Selects TO (Takeoff) mode on the
ground or GA (Go-Around) mode in flight.
Landing Gear Lever
• CLB: Selects CLB (Climb) mode
UP / OFF / DN (DOWN)
• CRZ: Selects CRZ (Cruise) mode
• Note: Retract landing gear below 270 kts
• CON: Selects CON (Max Continuous) mode

Leading Edge Light

One or more leading edge flaps failed to reach
position called for by the flap handle

Trailing Edge Light

One or more trailing edge flaps failed to reach
position called for by the flap handle Landing Gear Lock Override Switch

Flaps Position Indicator (deg)

Also indicates flap deployment speed limits
• 250 kts for flaps 1 Alternate Gear Extension Switch
• 230 kts for flaps 5 OFF / DN (DOWN)
• 210 kts for flaps 15
• 210 kts for flaps 20
• 180 kts for flaps 25
• 170 kts for flaps 30
Trailing Edge (TE) Switch
ALTN (Alternate) Flaps Selector Arm associated Trailing Edge electric drive system to extend or
Norm: Normal retract flaps or slats to position selected on ALTN FLAPS selector.
UP through 30: extends or retracts flaps and/or slats
to the selected position using the alternate electric Leading Edge (LE) Switch
drive system when associated leading edge or trailing Arm associated Leading Edge electric drive system to extend or 34
edge arming switches are in ALTN. retract flaps or slats to position selected on ALTN FLAPS selector.
 NOSE Landing Gear Light
GREEN: Nose gear is down and locked
RED: Nose gear is in transition or unsafe

GEAR Light
Indicates landing gear position disagrees with position called for by landing gear lever
PART 2 – COCKPIT LAYOUT

Brake Pressure Indicator

(x1000 psi)

Landing Gear Doors Light

One or more landing gear doors are not locked closed

LEFT Landing Gear Light

GREEN: Left gear is down and locked
RED: Left gear is in transition or unsafe

RIGHT Landing Gear Light

GREEN: Right gear is down and locked
RED: Right gear is in transition or unsafe

Ground Proximity Warning System

(GPWS) Flap Override Switch Ground Proximity Warning System
(GPWS) Terrain Override Switch
Ground Proximity Warning System
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(GPWS) Landing Gear Override Switch
 Autoland Test 1 Switch

Autoland Test 2 Switch

PART 2 – COCKPIT LAYOUT
Autoland Push-to-Reset Button
First Officer’s PFD
Autoland LAND 3 Annunciator (Primary Flight Display)
LAND 3: all three autopilot systems and required airplane
system inputs are operable in approach mode.

Autoland NO AUTOLAND / NO LAND 3 Annunciator

Indicates that only 2 autopilot systems are operable for Autoland

Airspeed Indicator (kts)

First Officer’s ND
(Navigation Display)

Compass RDMI (Radio Distance Magnetic Indicator)

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 Altitude Indicator (ft)

Marker Beacon Light: Airways Marker

Marker Beacon Light: Middle Marker

PART 2 – COCKPIT LAYOUT

Marker Beacon Light: Outer Marker

VSI (Vertical Speed Indicator) (x1000 ft/min)

Clock

37
 Clock Chronograph Switch
Panel Lighting Brightness Control
Window Lock
Release Button
Overhead Light Control Knob
Window Lock Lever
PART 2 – COCKPIT LAYOUT

Flood Light Control Knob

Map Light Control Knob

Window Crank

Instruments / Flight Director

Source Selector Nose Wheel Steering Tiller
Used to steer aircraft on the ground

Navigation Source Selector

Cockpit Utility Light
EFI (Electronic Flight Instrument) Switch

IRS (Inertial Reference System) Switch

Air Data Source Selector

Crew Oxygen Mask

Speaker 38
PART 2 – COCKPIT LAYOUT

EFB (Electronic Flight Bag)

Click on EFB to use it

39
 PART 2 – COCKPIT LAYOUT

Pedestal

40
PART 2 – COCKPIT LAYOUT

MCDU 1 MCDU 2

FMS (Flight Management System) MCDU (Multipurpose Control Display Unit)

• An FMS is a specialized computer system that automates a wide variety of in-flight tasks, reducing the workload on the flight crew to the point that modern
civilian aircraft no longer carry flight engineers or navigators. A primary function is in-flight management of the flight plan.
• The FMS is controlled through the MCDU physical interface. 41
• The FMS sends the flight plan for display to the Electronic Flight Instrument System (EFIS), Navigation Display (ND), or Multifunction Display (MFD).
 Autothrottle Disengage Switch
PART 2 – COCKPIT LAYOUT

Thrust Reverser Lever

Throttles

Speed Brake Lever GA (Go Around) Switch

FWD: DOWN (RETRACTED) In the 737, 747 and 777, the TOGA switch is used for
AFT: UP (DEPLOYED) takeoff and go-around during landing. However, in the
767 and 757, the GA switch is not used for takeoff. For
takeoff, you would use the THR button on the MCP
(Mode Control Panel)

Alternate Pitch Trim Control

Right Stabilizer Hydraulic
Pressure Cutout Switch

Center Stabilizer Hydraulic

Pressure Cutout Switch
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 Thrust Reversers Disarmed & Stowed
PART 2 – COCKPIT LAYOUT

TOGGLE THRUST
REVERSERS control binding

Throttle at IDLE

No Reverse Thrust Generated

The Thrust Reverser lever can be moved by setting the throttle at IDLE first, then pressing the
“TOGGLE THRUST REVERSERS” binding. This will then link your throttle axis to the thrust
Thrust Reversers reverser lever axis. Moving your throttle forward will then move the thrust reverser lever AFT,
engaging internal clam-shell thrust reversers to MAX REV. To disengage thrust reversers, set
Armed & Deployed your throttle back to IDLE and press the “TOGGLE THRUST REVERSERS” binding again. This will
set your throttle axis back to the way it was.

Take note that the Reverse Thrust lever can only be engaged if your throttle is at IDLE. The
reason for that is a mechanical stopper that prevents you from engaging thrust reversers at
high throttle settings.
Cascade-Type Thrust
Cascade-Type Thrust Reverser (Deployed)
Reverser (Stowed)

Throttle at IDLE

43
Reverse Thrust Generated
 ADI (Attitude Director Indicator) Navigation Display MAP button
WXR: Weather Radar
Brightness Control Knob

Navigation Display (ND) Mode Selector

APP (Rotate): displays localizer and glideslope information
PART 2 – COCKPIT LAYOUT
Decision Height (DH) Reference Indicator VOR (Rotate): displays VOR navigation information
MAP (Rotate): displays FMC generated route and MAP information
PLAN (Rotate): displays a non-moving, true north up, route depiction
CTR (Push): Displays full compass rose (center) for APP, VOR & MAP modes

Decision Height (DH) Reset

Button

Decision Height (DH) Knob

Navigation Display MAP buttons
NAV AID: displays all FMC data base navigation aids
ARPT: displays airports in FMC data base
DATA: displays altitude constraint and estimated time of arrival for each active route waypoint
Navigation Display (ND) Display WPT: displays waypoints in FMC data base
Range Selector (nautical miles)
Outer knob: sets range in nm
TFC (Push): Displays TCAS (Traffic Collision
and Avoidance System) info

Stabilizer Position Indicator

Parking Brake Light (degrees)
Illuminated: Engaged

Parking Brake Lever

Pulled: Engaged
Down: Disengaged

44
 Flaps Lever
PART 2 – COCKPIT LAYOUT

REV ISLN Light

Reverser Isolation: thrust reverser
system fault

Right ENG VALVE Light

Engine fuel valve is not in commanded
position
Left ENG VALVE Light
Engine fuel valve is not in commanded
position
Right SPAR VALVE Light
Left SPAR VALVE Light Fuel spar valve is not in commanded
Fuel spar valve is not in commanded position
position

Left Engine Fuel Control Switch and Right Engine Fuel Control Switch
Fire Warning Lights and Fire Warning Lights
RUN: Fuel Valve Open RUN: Fuel Valve Open
CUTOFF: Fuel Valve Closed CUTOFF: Fuel Valve Closed

R ENG LIM PROT Lights

L ENG LIM PROT Lights Electronic engine control is operating in
Electronic engine control is operating in the ALTN control mode and commanded
the ALTN control mode and commanded N1 exceeds maximum N1
N1 exceeds maximum N1
45
 Left Engine Fire Extinguisher Right Engine Fire Extinguisher
Bottle Discharger Bottle Discharger

Right Engine Overheat

Weather Radar Control Panel
Detection Light
PART 2 – COCKPIT LAYOUT

APU Fire Extinguisher Bottle

Discharge Light

APU Fire Extinguisher

Bottle Discharger

AFT Cargo bay Extinguisher

bottle ARMED light

AFT Cargo Bay Fire

Detection Light

Left Engine Overheat FWD Cargo Bay Fire

Detection Light Detection Light Cargo Bay Extinguisher Bottle
Discharge Switch (with cover)
Left Engine Fire Extinguisher FWD Cargo bay Extinguisher
Bottle Discharge Light bottle ARMED light

Right Engine Fire Extinguisher

Bottle Discharge Light

46
 ATC & TCAS (Air Traffic Control
Transponder & Traffic Collision
VHF Radio Panel Avoidance System) Control Panel

VHF Radio Panel

PART 2 – COCKPIT LAYOUT

Audio Control Panel

Audio Control Panel

47
 Printer Slew Switch
ILS Test Button
Printer Reset Switch
ILS (Instrumented Landing
PART 2 – COCKPIT LAYOUT
ILS Front Course Indicator
System) Frequency Control Printer Self Test Switch
ILS Front Course
Control Printer Power Button

ADF (Automatic ILS (Instrumented Landing Printer OK Light

Direction Finder) Panel System) Frequency Display
Printer Low Paper Light

Printer Fail Light

Rudder Trim Indicator ACARS (Aircraft

Communications Addressing
and Reporting System) Data
Printer

Wheel Well Engine/APU/Cargo Fault Monitoring System Aileron Trim Controls

Fire/Overheat Test Button Fail (Push-to-Reset) Rudder Trim Control 48
Fire/Overheat Test Button
PART 2 – COCKPIT LAYOUT
MCP (Mode Control Panel)
Autopilot Controls

49
 VOR/DME Switch
Alternates VOR and DME tuning between
Autopilot Speed (IAS or Mach) Selected Indicator
the Flight Management Computer (Auto)
and the VOR frequency selector (Manual). Autopilot LNAV (Lateral
Autopilot Reference Speed Navigation) pushbutton
VOR/DME Course Indicator (IAS or Mach) Selector
PART 2 – COCKPIT LAYOUT
Autopilot VNAV (Vertical
Flight Director (F/D) Switch
Navigation) pushbutton
VOR/DME Frequency Indicator Autothrottle (A/T)
Note: VOR stands for VHF Autopilot Selected Heading Indicator
Omnidirectional Range and DME Arming Switch
stands for Distance Measuring
Equipment.

Autopilot Heading Selector

(Inner Knob)

Autopilot Bank Angle Limit Selector

(Outer Knob)

Autopilot Heading
Hold Mode Button
Autothrottle Speed
Autopilot FLCH (Flight Level
Mode Button
VOR/DME Course Selector Maintains airspeed
Change) Mode Button
selected
VOR/DME Frequency Selector Autopilot Speed (IAS or Mach) Selector
Autothrottle THR (EPR) Mode Button
Maintains reference Thrust/EPR (Engine 50
Master WARNING/CAUTION Push-to-Reset Light
Pressure Ratio) or N1 displayed on EICAS.
 Autopilot Localizer Mode Button

Autopilot (A/P) Engage Command

Autopilot Selected Buttons (Left/Center/Right Channels)
Autopilot Vertical Speed (ft/min) Altitude Indicator (ft)
PART 2 – COCKPIT LAYOUT

Flight Director (F/D) Switch

Autopilot Disengage Bar

Autopilot Altitude
Selector Autopilot Approach
Mode Button
Autopilot Vertical Speed Thumbwheel selector
Autopilot Altitude Hold Mode 51
Autopilot Vertical Speed Mode Button Button
 VOR/DME Switch
Alternates VOR and DME tuning between
the Flight Management Computer (Auto)
and the VOR frequency selector (Manual). VOR/DME Course Indicator
PART 2 – COCKPIT LAYOUT
VOR/DME Frequency Indicator
Note: VOR stands for VHF
Omnidirectional Range and DME
stands for Distance Measuring
Equipment.

VOR/DME Course Selector

VOR/DME Frequency Selector Master WARNING/CAUTION Push-to-Reset Light

52
 PART 2 – COCKPIT LAYOUT
Overhead Panel

53
PART 2 – COCKPIT LAYOUT

Circuit Breaker Panels

54
PART 2 – COCKPIT LAYOUT
Annunciators and ELT
Oxygen & Window Heating Panel
ADIRU Control Panel (Emergency Locator
Transmitter) Panel
HF Radio Panel

Engine Start Panel

Yaw Damper Panel

Electrical Engine Air System Panel

Control Panel (Aircraft Pressurization, Bleed Air
& Air Conditioning)

Electrical Panel Fuel Panel

Hydraulics Panel

APU (Auxiliary Anti-Ice Panel

Power Unit) Panel

Voice Recorder & Wiper Panel

Lighting Panels

55
PART 2 – COCKPIT LAYOUT

Magnetic Compass
Deviation Card
TO FLY STEER TO FLY STEER
Standby Magnetic Compass
NORTH 001 180 174
15 016 195 194
30 031 210 209
45 046 225 224
60 062 240 238
75 077 255 253
90 092 270 260
105 107 285 203
120 122 300 298
135 136 315 314
150 149 330 330
165 164 345 346

56
 Rain Repellent Buttons White Anti-Collision
Wiper Selector Lights Button
Red Anti-Collision Lights Button
PART 2 – COCKPIT LAYOUT

Position Lights Button

Chart Light Control
Lights Override Switch
Cabin Light Control Dome Light Control

Flight Deck Door

Lock Switch

Glareshield Light
Flight Deck Door LOCK FAIL /
Brightness Control
AUTO UNLOCK Lights
Standby Instruments Wing Light Button Indicator Lights Test
Light Brightness Control Button
Left/Right Runway Turnoff
Light Switches Logo Light Button

Left/Right Landing Light Nose Gear Light Switch

Indicator Lights Selector 57
Switches
 Primary C2 (Center Hydraulic System) Air-Driven
Hydraulic Pump (ADP) Selector Switch
Also indicates PRESS Light
Central Hydraulic SYS PRESS (Low System
PART 2 – COCKPIT LAYOUT
Pressure) and QTY (Low Quantity) Lights
Right Hydraulic SYS PRESS (Low System
Primary C1 (Center Hydraulic System) Electrically-Driven Pressure) and QTY (Low Quantity) Lights
Hydraulic Pump (ACMP, or AC Motor Pump) Switch
Also indicates PRESS Light
Primary C2 (Center Hydraulic System) Air-Driven
Left Hydraulic SYS PRESS (Low System
Hydraulic Pump (ADP) OVHT (Overheat) Light
Pressure) and QTY (Low Quantity) Lights
Primary Right Engine-Driven Hydraulic
Primary Left Engine-Driven Hydraulic Pump (EDP) Switch
Pump (EDP) Switch Also indicates PRESS Light
Also indicates PRESS Light
Primary Right Engine-Driven Hydraulic
Primary Left Engine-Driven Hydraulic Pump (EDP) OVHT (Overheat) Light
Pump (EDP) OVHT (Overheat) Light

Primary C1 (Center Hydraulic System) Air-Driven

Hydraulic Pump (ADP) OVHT (Overheat) Light
Right Electrically-Driven Hydraulic Pump (ACMP, or
AC Motor Pump) PRESS (Low Pressure) Light
Electrically-Driven Hydraulic Pump (ACMP, or AC
Motor Pump) PRESS (Low Pressure) Light Right Electrically-Driven Hydraulic Pump (ACMP,
or AC Motor Pump) OVHT (Overheat) Light
Electrically-Driven Hydraulic Pump (ACMP, or AC
Motor Pump) OVHT (Overheat) Light

58
 Battery Switch
PART 2 – COCKPIT LAYOUT

MAIN BATTERY DISCHARGE Light Standby Power Switch

APU Generator Switch

Left Bus Tie Switch External Power Switch

Left Bus Off Light

Right Bus Tie Switch

Right Bus Off Light

Left Utility Bus Switch

Right Utility Bus Switch

Left Main Generator Switch

Left Generator IDG (Integrated Right Main Generator Switch

Drive Generator) Disconnect
Switches Right Generator IDG
(Integrated Drive Generator)
Disconnect Switches

APU RUN & FAULT Lights APU (Auxiliary Power Unit) Switch 59
OFF / ON / START
 Aft Crossfeed Valve Switch and
Low Pressure Light

Right Aft Fuel Pump Switch and

PART 2 – COCKPIT LAYOUT
Low Pressure Light

Left Aft Fuel Pump Switch and

Right Forward Fuel Pump Switch
Low Pressure Light
and Low Pressure Light

Left Forward Fuel Pump Switch FUEL CONFIG Light

and Low Pressure Light Illuminated for low fuel quantity, imbalance between left and right
main tanks or center tank fuel pumps off with fuel in center tanks.
Forward Crossfeed Valve Switch
and Low Pressure Light
Right Center Fuel Pump Switch
Left Center Fuel Pump Switch and and Low Pressure Light
Low Pressure Light
Right Fuel Tank Quantity (x1000 lbs)
Left Fuel Tank Quantity (x1000 lbs)

Fuel Temperature (deg C) Total Fuel Quantity (x1000 lbs)

Center Fuel Tank Quantity (x1000 lbs)

Wing Anti-Ice Switch
Right Engine Anti-Ice Switch
Left/Right Wing VALVE Lights
Indicates that position of associated wing anti-ice valve VALVE light indicates that position of anti-ice
disagrees with position of wing anti-ice switch. valve disagrees with position of anti-ice switch.

Left Engine Anti-Ice Switch

VALVE light indicates that position of anti-ice
valve disagrees with position of anti-ice switch.
60
 Pressurization Outflow Valve MANUAL
Control Knob
PART 2 – COCKPIT LAYOUT

Pressurization Outflow Valve

Position Indicator
Cabin Altitude Rate of Climb/Descent
(OPEN/CLOSED)
Setting Knob for AUTO Modes

Landing Altitude Indicator (ft) Pressurization Mode Indicator

Landing Altitude Setting Knob

Pressurization Mode Selector
AUTO1 / AUTO2 / MANUAL

Cabin Altitude (x1000 ft)

Cabin Differential Pressure

Indicator (psi)
Cabin Altitude Rate
(x1000 ft/min)

CABIN ALTITUDE Light

Illuminates when cabin altitude exceeds 10000 ft
Equipment Bay SMOKE Light

Equipment Cooling Switch 61

Equipment Bay OVERHEAT Light
 HF Radio Tuning Knobs (Inner/Outer) HF Radio Mode HF Radio Frequency
Selector (OFF/USB/AM)
HF Radio RF SENS Knob
Left/Right ENG Controls received squelch to eliminate static
Ram Air Turbine
LIMITER Switches
Switch
HF Radio Tuning Knobs (Inner/Outer)
PART 2 – COCKPIT LAYOUT

SELCAL VHF/HF Lights

Flashes once to indicate SELCAL (Selective-Calling radio system) is being
received by ACARS (Aircraft Communication Addressing and Reporting
System) while ACARS is in DATA mode.

PA IN USE (Public Address) Light

Cabin & Ground Call Lights

Sounds chime at all stations and turns on call light at the associated cabin st

SEATBELTS ON Passengers Sign Switch

Left Engine Start Valve Light

Indicates start valve position NO SMOKING Passengers Sign Switch
Ignition Selector
disagrees with position commanded
by start selector. Switch
Right Engine Start Valve Light
Indicates start valve position
Left Engine Start/Ignition Switch disagrees with position commanded
GND: Ground Start by start selector.
AUTO: Automatic Mode
OFF
CONT: Continuous Ignition Right Engine Start/Ignition Switch
FLT: Flight Start (both ignition systems active) GND: Ground Start
AUTO: Automatic Mode
OFF
CONT: Continuous Ignition
FLT: Flight Start (both ignition systems active) 62
 Flight Deck/Forward/Aft Cabin
Temperature Control System
INOP (Inoperative) Light Forward Cabin Temperature Control Knob
PART 2 – COCKPIT LAYOUT
Flight Deck Temperature
Control Knob Aft Cabin Temperature Control Knob
Emergency Lights Switch
Trim Air Valve Switch Left/Right Recirculation
Emergency Lights UNARMED Light Fan Switches

Passenger Oxygen Switch Left PACK (Pneumatic Air Conditioning Kit)

Reset Switch & INOP Light Right PACK (Pneumatic Air
Conditioning Kit) Reset
Left PACK (Pneumatic Air Conditioning Kit) Selector Switch & INOP Light
• OFF: PACK valve closed
• AUTO: Automatic contorl
Right PACK (Pneumatic Air
• STBY N: associated PACK controlled to constant moderate outlet temperature (normal)
• STBY C: associated PACK controlled to full cool outlet temperature
Conditioning Kit) Selector
• STBY W: associated PACK controlled by ram air flowing across PACK heat exchangers (warm)
Right Duct Pressure Indicator
(psi)
• Left Pneumatic DUCT LEAK Light
• Left Engine Bleed Air Valve BLEED Light Isolation Valve Switch
• Bleed air valves automatically closed due to engine bleed
air tempreature exceeding maximum temperature limit • Right Pneumatic DUCT LEAK Light
• Left Engine Bleed Air HI STAGE Light • Right Engine Bleed Air Valve BLEED
Light
• Right Engine Bleed Air HI STAGE Light

Right Engine Bleed Valve

Left Engine Bleed Valve Switch & VALVE Light
Switch & VALVE Light
Note: VALVE Light indicates bleed valve disagrees with position called by system logic

63
APU (Auxiliary Power Unit) Bleed Valve Switch & VALVE Light
PART 2 – COCKPIT LAYOUT

ELT (Emergency Locator

Transmitter) Switch

ELT (Emergency Locator Transmitter) ON Light

Flight Deck Compartment Temperature

Indicator (deg C)

Forward Cabin Compartment Temperature

Indicator (deg C)

Aft Cabin Compartment Temperature

Indicator (deg C) 64
 IRS Data Displays IRS (Inertial Reference
Data type determined
by IRS Display Selector
System) Keypad

Left/Center/Right IRS Lights

PART 2 – COCKPIT LAYOUT
ALIGN: Alignment Phase
FAULT: IRS Fault
ON DC: IRS operating on DC power
DC FAIL: DC power failure for related IRS
IRS Display Selector
HF Radio Frequency
IRS System Display Selector
HF Radio RF SENS Knob
Selects left, center or right IRS
Controls received squelch to eliminate static
for data displays
HF Radio Tuning Knobs (Inner/Outer)

HF Radio Mode
Selector (OFF/USB/AM)

HF Radio Tuning Knobs (Inner/Outer)

Left/Center/Right IRS (Inertial Reference System)

Mode Selector
ALIGN: Alignment Cycle Mode
NAV: Navigation Mode
ATT: Attitude and Heading Information Only Mode

Right Yaw Damper Switch

Left/Right EEC (Electrical Engine

Control) Switches

Left Yaw Damper Switch 65

 Timer
Mainly used to remind pilots about certain tasks (fuel re-balancing
or position reports during transpacific or transatlantic flights)
PART 2 – COCKPIT LAYOUT

Advisories
ENTRY DOORS EMER DOORS CARGO DOORS ACCESS DOORS
Entry Doors Open Emergency Doors Open Cargo Doors Open Access Doors Open

CAPT PITOT FO PITOT L AOA R AOA

Captain side pitot probe not being First officer side pitot probe not Left angle of attack probe not Right angle of attack probe not
heated in flight being heated in flight being heated in flight being heated in flight

C ADIRU PITOT STBY INST PITOT TAT

Center ADIRU pitot probe not Standby instrument pitot probe Total air temperature probe not
being heated in flight not being heated in flight being heated in flight

STAB TRIM SPOILERS AUTO SPD BRK MACH SPD TRIM

Electric or alternate stabilizer trim One or more spoiler pairs are Fault detected in automatic Fault detected in Mach speed
rate is one-half the normal inoperative speed brake system trim system
control wheel stabilizer trim
switch rate

UNSCHED STAB TRIM RUDDER RATIO ANTISKID

Unscheduled stabilizer motion Rudder ratio system failed Fault detected in anti-skid system
detected
66
 PART 2 – COCKPIT LAYOUT

67
 PART 2 – COCKPIT LAYOUT

68
 PTU (Power Transfer
Unit) Switch

Flight Control Shutoff

PART 2 – COCKPIT LAYOUT
Switches

Oxygen Mask
Smoke Goggles Panel

69
 Ground Proximity / Avionics Test Switch

Takeoff/Landing
Configuration Switch Equipment Cooling Test Switch
PART 2 – COCKPIT LAYOUT

Air Data Computer/ Stall

Test Switches

Wing Anti-Ice / Window

Probe Heat Test Switch

Duct Leak / Fuel Test Switch

Left/Right Yaw Damper Test Switch

Fire Extinguisher Squib Test Lights

Squib Test Switch

EICAS Maintenance Panel

70
 PART 2 – COCKPIT LAYOUT

71
PART 2 – COCKPIT LAYOUT

APU (Auxiliary Power

Unit) Exhaust

72
PART 2 – COCKPIT LAYOUT

Upper Beacon Light

(Red Anti-Collision)

Landing Wing Light

Lower Beacon Light

(Red Anti-Collision)

• Landing Lights: used to illuminate runway during landing

• Runway Turnoff Lights: used to aid the crew in seeing the turn in the taxiway/runway
• Taxi Lights: used to illuminate area in front of nosewheel during taxi
• Beacon (Anti-Collision) Lights: flashing red light used to prevent collisions and warn others that aircraft is active and engines are running
• Navigation (Position) Lights: red, green and white lights help you know the direction of an aircraft (red is on the left, green on the right,
white on the tail).
• Strobe (Anti-Collision) Lights: pulsating white lights used when aircraft enters a runway in use to increase visibility
• Wing Lights: used to check wing at night (i.e. verify if there is ice accumulation on the wing) 73
• Logo Light: used to illuminate the airline’s logo painted on the tail
PART 2 – COCKPIT LAYOUT

Navigation/Position
(Green) Light
Navigation/Position
(Red) Light

Right Runway Turnoff Left Runway Turnoff

Lights Lights

Left Runway Turnoff Light Cone

Nose Gear Taxi Light Cone

Right Runway Turnoff Light Cone

74
Nose Gear Taxi Lights
 Strobe (Anti-Collision Flashing Strobe (Anti-Collision Flashing
White Light) White Light)
PART 2 – COCKPIT LAYOUT
Wing Light

Navigation/Position
(White) Light

Logo Lights

Navigation/Position (White) Light

75
 PLANNING THE FLIGHT
In real life, you cannot just fly a 757 wherever and whenever you please. Just
like on land, the sky is littered with an intricate network of waypoints and aerial
PART 3 – FLIGHT PLANNING
highways. Therefore, it is necessary to plan your flight route and to determine
how much fuel you will need to carry in order to reach your destination.

In order to do this, we will use a tool called “Online Flight Planner” available
here: http://onlineflightplanner.org/

There are a number of fuel planners available online. These estimates may or
may not be very accurate. There are specific charts created by Boeing to come
up with accurate fuel estimates which are unfortunately not available to the
public. Therefore, for the sake of simplicity we will just use a rule of thumb
that’s good enough for the purpose of this tutorial.

76
 PLANNING THE FLIGHT
Today’s flight will start from AMSTERDAM-SCHIPHOL (EHAM) and our destination will be
LONDON-HEATHROW (EGLL).
PART 3 – FLIGHT PLANNING
Using the “Online Flight Planner” available here: http://onlineflightplanner.org/ we will
enter the Departure airport (EHAM), the Destination airport (EGLL) and the AIRAC Cycle
desired (we will use the AIRAC cycle 1702 as explained on the next page).

Click on CREATE PLAN to generate a flight plan.

Boeing 757-200

Choose your fuel units: LBS in our case

Click CREATE PLAN

77
 PLANNING THE FLIGHT
In aviation, an Aeronautical Information Publication (or AIP) is defined by the International Civil Aviation Organization as a publication issued by or with the authority of a state and
containing aeronautical information of a lasting character essential to air navigation. It is designed to be a manual containing thorough details of regulations, procedures and other information pertinent to flying
aircraft in the particular country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration. AIPs are kept up-to-date by regular revision on a fixed cycle. For operationally
PART 3 – FLIGHT PLANNING
significant changes in information, the cycle known as the AIRAC (Aeronautical Information Regulation And Control) cycle is used: revisions are produced every 56 days (double AIRAC cycle) or every 28 days
(single AIRAC cycle). These changes are received well in advance so that users of the aeronautical data can update their flight management systems (FMS). (Source:
https://en.wikipedia.org/wiki/Aeronautical_Information_Publication )

In other words, some Youtube tutorials might show you flight routes with certain waypoints that got changed with more recent AIRAC updates. Some waypoints or even airports may not exist anymore.
Therefore, you have two options:
1. Plan your flight using the default AIRAC cycle programmed in the FMC when it was first coded by Flight Factor during early February, 2017 (period 02) 2017 (AIRAC cycle 1702), which is what we will do for
this tutorial. This option is free and simple if you fly alone. However, if you fly with online ATCs in multiplayer that use the latest AIRAC database, you should go for the second option.
2. Plan your flight using the latest AIRAC cycle. You will need to update your AIRAC, SID and STAR database by using a paid subscription service called “Navigraph”, which is available here
https://www.navigraph.com/FmsDataManualInstall.aspx .

78
 PLANNING THE FLIGHT
FUEL
PART 3 – FLIGHT PLANNING
For a flight of approx. 200 nm, fuel planning can be estimated with the
following formula:
Imperial Units
Fuel for flight = (Number of 100 nm legs) x (3500 lbs)
= 2 x 3500 lbs = 7000 lbs
Reserve Fuel = 10000 lbs
Total Fuel = Fuel for Flight + Reserve Fuel = 17000 lbs
Metric Units
Fuel for flight = (Number of 100 nm legs) x (1600 kg)
= 2 x 1600 kg = 3200 kg
Reserve Fuel = 4550 kg
Total Fuel = Fuel for Flight + Reserve Fuel = 7750 kg

FLIGHT ROUTE
The flight route we will take is:
EHAM SID GORLO UL980 LOGAN STAR EGLL

Write this route down.

But what does it all mean? Here is a breakdown of this route:

• Depart from Schiphol Airport (EHAM)

• Follow the SID (Standard Instrument Departure) route from EHAM to
GORLO
• Navigate to GORLO VOR
• Follow UL980 airway
• Navigate to LOGAN VOR
• Follow the STAR (Standard Terminal Arrival Route) from LOGAN to
EGLL
• Land at Heathrow Airport (EGLL)

79
 WHAT IS A SID AND A STAR?
A SID (Standard Instrument Departure) is a small initial route
which leads an aircraft from the runway they've just taken off
PART 3 – FLIGHT PLANNING
from to the first point in his/her intended route. An airport usually
has a lot of aircraft departing from it's runways. To save confusion
(and for safety), a busy airport will publish standard routes from
it's runways to the various routes away from that airport. This way
a controller can be sure that even if a steady stream of aircraft is
leaving the airport they will all be following in a nice neat line, one
behind the other (that's the idea anyhow!).

Standard routes are the preferred method to fly from airport to

airport. This is why we use a flight plan generator. Arriving at an
airport is just the same. The STARs (STandard Arrival Routes) are
also published in chart form and allow you to fly into an airport
using standard procedures. This way, less communication is again
needed with the controllers as (once you have declared your
intention or been given a route to fly by name) the controller and
you both know exactly how you are going to approach the airport.
The end of the STAR route will normally leave your aircraft at a
position where controllers can give you final instructions to set
you up for a landing.

SIDs and STARs are quite similar to highways; they have speed
limits and altitude restrictions at certain waypoints to make sure
the air traffic is flying safely and on the same trajectory. The FMC
(Advanced Flight Management Computer) will automatically try to
respect these restrictions.

In other words, you can see SIDs and STARs like road junctions in
the sky that lead to other waypoints and airways from or to your
desired airport. One airport has many SIDs and STARs.

Typically, SIDs and STARs are provided by the ATC (Air Traffic
Controller). Since we’re doing a tutorial, I will just give you the SID
and STAR to plug in the FMC.
80
 PLANNING THE DEPARTURE - SID
These charts are for the SID
(Standard Instrument Departure)
from Schiphol (EHAM) to GORLO.
PART 3 – FLIGHT PLANNING
We intend to:

1. Spawn at Gate F6 (personal

preference)
2. Taxi towards runway 09
(orientation: 090) using
taxiways A16, Bravo (B) and
holding point N5.
3. Depart from EHAM using the
SID from EHAM to GORLO
(GORL2N) to a target altitude of
6000 ft (FL060) 1: Gate F6 2: Runway 09
4. Climb to a cruising altitude of (holding point N5)
24,000 ft

3: SID towards GORLO

81
 PLANNING THE
APPROACH - STAR
These charts are for the STAR
PART 3 – FLIGHT PLANNING
(Standard Terminal Arrival Route)
from LOGAN to EGLL. We intend to:

1. Come from LOGAN waypoint

2. Fly from LOGAN towards the
BIG1E arrival route.
3. Follow the STAR (BIG1E -> KOPUL
-> TANET -> DET -> BIG)
4. Select an AIF (Approach Initial Fix)
from the FMC database (in our
case CI27L) and follow the
approach towards the runway,
guided by the EGLL airport’s ILS
(Instrumented Landing System).
5. Land at Heathrow (EGLL) on
runway 27L (orientation: 270
Left)

82
 PLANNING THE FLIGHT - SUMMARY
So there it is! This is more or less all the information you need to plan your flight!
PART 3 – FLIGHT PLANNING

Flight Plan Input to FMC

Fuel Quantity Input to FMC

(taken from an online fuel planner)

83
 MCDU/FMC IN A NUTSHELL

Most of the aircraft setup and flight planning will be done with the help of the MCDU, which
encompasses various systems such as the FMC system.
PART 3 – FLIGHT PLANNING
MCDU: Multipurpose Control Display Unit

MAIN MENU page:

• FMC -> Flight Management Computer
• Fundamental component of a modern airliner's avionics. The FMC is a
component of the FMS (Flight Management System), which is a specialized
computer system that automates a wide variety of in-flight tasks, reducing the
workload on the flight crew to the point that modern civilian aircraft no longer
carry flight engineers or navigators. A primary function is in-flight management
of the flight plan. All FMS contain a navigation database. The navigation
database contains the elements from which the flight plan is constructed. The
FMS sends the flight plan for display to the Electronic Flight Instrument
System (EFIS), Navigation Display (ND), or Multifunction Display (MFD).
• SETTINGS-> Setup various aircraft options
• Allows you to configure aircraft equipment installed on your current airframe
(like the Original or PIP FMS type) and customize parameters like unit systems.

MCDU MAIN MENU

84
PAGE
 MCDU/FMC IN A NUTSHELL LSK: Line Select Keys

• FMC -> Flight Management Computer

• INIT REF: data initialization or for reference data
PART 3 – FLIGHT PLANNING
• RTE: input or change origins, destination or route
• CLB: input for climb phase of flight
• CRZ: input for cruise phase of flight
• DES: input for descent phase of flight
• DIR INTC: Direct Intercept allows you to go directly to a desired
waypoint
• LEGS: view or change lateral and vertical data for each leg of the
flight plan
• DEP ARR: input or change departure and arrival procedures
• HOLD: create and show holding pattern data
• PROG: shows progression of dynamic flight and navigation data,
including waypoint estimated time of arrival, fuel remaining,
etc.
• FIX: create reference points (fix) on map display

• MENU: view the main menu page (see previous page)

• PREV PAGE / NEXT PAGE : Cycles through previous and next
page of selected FMC page
• BRT: knob controls MCDU brightness
• EXEC: makes data modifications active

Sounds complicated? Don’t worry, it’s much simpler than it looks. We’ll see
how it works in the tutorial section.
85
 SPAWN IN COLD & DARK STATE
1. Spawn like you normally would at Gate F6 in EHAM 1c
(departure airport) in the Boeing 757-200.
PART 3 – FLIGHT PLANNING
a) Select the 757-200
b) Click CUSTOMIZE and make sure the “Start with
engines running” checkbox is not ticked.
c) In the LOCATION menu, type EHAM and click on
Schiphol.
d) Click on LOCATION – CUSTOMIZE sub-menu, set the
STARTS option to RAMP and select Gate F6.
e) Click CONFIRM
f) Click START FLIGHT
1b
1f

1a

1b

1d

1e

86
 SPAWN IN COLD & DARK STATE
PART 3 – FLIGHT PLANNING

87
 OPEN DOORS & SET GROUND EQUIPMENT 2a

The Flight Factor 757 comes with two FMC variants: the Original (where
things like V-speeds need to be entered by hand consulting a chart) or the 2b
PART 3 – FLIGHT PLANNING
PIP (Product Improvement Program), which computes certain parameters
for you. To change FMC type, make sure that the aircraft is UNLOADED.

2. Prepare the aircraft ground equipment

a) Click on the EFB (Electronic Flight Bag)
b) Select OPERATIONS – AIRPLANE and click on OPEN ALL to open
all doors
c) Select OPERATIONS – GROUND and check if plane is loaded. If
it is, we need to unload it.
d) Select CHOCKS to set chocks
e) Select STAIRS and PASSENGER BUS to prepare passengers
unloading. Alternatively, you can use the GATE CONFIG option.
f) Select GPU (Ground Power Unit) to connect ground power
g) Select FUEL TRUCK to prepare fuel loading.
3. Unload aircraft
a) Click on LOAD/UNLOAD to unload passengers. This process
should take a few minutes. In that time, the “unloading the
plane – please wait” message will be displayed.

2d, 2e, 2f, 2g

2c 3a

3a
88
 OPEN DOORS & SET GROUND EQUIPMENT
PART 3 – FLIGHT PLANNING
Fuel Truck

Gate

Wheel Chocks

Ground Power Unit

Stairs Passenger Bus

89
 CHECK FMC EQUIPMENT
The Flight Factor 757 comes with two Flight Management Computer variants: the
Original (where things like V-speeds need to be entered by hand consulting a 4c
PART 3 – FLIGHT PLANNING
chart) or the PIP (Product Improvement Program), which computes certain
parameters for you. To change FMC type, make sure that the aircraft is
UNLOADED.

4. Install PIP FMC if necessary (aircraft needs to be unloaded):

a) Click on the EFB (Electronic Flight Bag)
b) In the OPERATIONS – GROUND menu, verify that the plane is not
loaded. If the “unloading the plane – please wait” message is still
there, wait until this message disappears and the unload process is
complete.
c) Select OPTIONS - AVIONICS
d) Set PIP FMC option to ON (green)
e) Set GPS EQUIPPED option to ON (green)
f) Click on SAVE CONFIG

4b

4d

4e 90
4b 4f
 LOAD UP PASSENGERS, CARGO & FUEL
5. Load up passengers, cargo and fuel via the EFB (Electronic Flight Bag)
a) Click on the EFB (Electronic Flight Bag) 5c
PART 3 – FLIGHT PLANNING
b) Select OPERATIONS – GROUND menu
c) Set PAX NUMBER to 140 (arbitrary value) 5d 5f
d) Set CARGO WEIGHT to 12000 lbs (arbitrary value)
e) Set FUEL WEIGHT to 17000 lbs (required fuel estimated in the 5e
FLIGHT PLANNING section)
5a
f) Click on OPTIMIZE CG to shift cargo and passengers around to
ensure the center of gravity is safe
g) Click on “LOAD/UNLOAD”. Wait until the “Loading the plane,
please wait” message disappears. This means the loading
process is complete.

6. Note the following values resulting from our load: CG Not Optimized
• ZFW (Zero Fuel Weight): 172274 lbs
• GW (Gross Weight): 189274 lbs
• CG (Center of Gravity): 17 % MAC (Mean Aerodynamic Chord)

5b

5g CG Optimized 91
 POWER UP AIRCRAFT 8b
BAT ON
7. Confirm that GPU (Ground Power Unit) is plugged in via the 7a Cover Down
EFB (Electronic Flight Bag) OPERATIONS – GROUND page.
PART 3 – FLIGHT PLANNING
8. On Overhead panel, flip the battery cover and set the
BATTERY switch to ON. Then, flip the battery cover back
down. Then, set the STANDBY POWER switch to AUTO.
9. On Overhead panel, confirm that the “EXT PWR” indication
is set to AVAIL
7b
10. Click on the “EXT PWR” switch to power the aircraft.
Confirm that indication turns to ON.
11. Set LEFT BUS TIE and RIGHT BUS TIE switches to AUTO (IN).
12. Confirm that the BUS OFF and ISLN lights are extinguished.
13. Set LEFT UTILITY BUS and RIGHT UTILITY BUS switches to
ON (IN)
9
8c
Standby Power AUTO
8a
Cover Up

11

10

12
11

13 12

13
92
 START IRS ALIGNMENT
14. Engage Parking Brake (aircraft movement can screw up your navigation
system alignment)
15. On Overhead panel, set all three IRS (Inertial Reference System)
PART 3 – FLIGHT PLANNING
switches to ALIGN, and then to NAV by scrolling mousewheel.
16. This alignment phase usually takes between 6 and 7 minutes. IRS
alignment is complete once a full PFD (Primary Flight Display) and ND
(Navigation Display) are displayed on your display units.

14a – not engaged 14b – engaged

15a 15a 15a

15c
15c 15c

IRS alignment is not complete 93

15b 15b 15b
 FMC SETUP - UNITS
17. Go on MCDU main menu and set aircraft fuel weight
units to your desired system (lbs or kg). We will choose
Lbs, even though in Europe you would typically use kgs.
PART 3 – FLIGHT PLANNING
a) Select SETTINGS
b) Select LBS
17c
c) You can also confirm that we have the PIP FMC
installed
d) Return to main MENU. You can either click the
LSK (Line Select Key) next to <MENU or press
on the MENU button on the MCDU keypad.

17b

17a

17d

94
 FMC SETUP - POSITION 18a

18. Go on FMC (Flight Management Computer) and set initial position for
the IRS. We will assume a GPS is installed on the aircraft, which can
give us our current position coordinates right away.
PART 3 – FLIGHT PLANNING
a) Select FMC
b) Select POS INIT
c) Type “EHAM” on the MCDU keypad and select LSK (Line Select
Key) next to REF AIRPORT since we spawned at Schiphol
Airport (EHAM)
d) Click on the LSK next to GPS POS line to copy the GPS
coordinates to your keypad
e) Click on the LSK next to SET IRS POS to paste the coordinates,
setting your IRS (Inertial Reference System) your initial
reference position.
f) Congratulations! Your aircraft’s navigation system now knows 18c
where you are.
18d

18e

18f

18b

18d
Copied GPS Position Coordinates 95
 FMC SETUP - ROUTE 19e

19. Go on FMC (Flight Management Computer) and set aircraft 19f

route
a) In POS INIT menu, select ROUTE menu
PART 3 – FLIGHT PLANNING
b) Type “EHAM” on the MCDU keypad and click 19b
‘ORIGIN” to set EHAM (Schiphol) as your takeoff
airport. 19d
c) Consult navigation chart of EHAM (Schiphol) Airport
and find runway from which you will takeoff from
(Runway 09). 19a
d) Type “09” (for Runway 090) on MCDU keypad and
click on RUNWAY.
e) Type “EGLL” on the MCDU keypad and click on “DEST”
to set HEATHROW as your destination
f) Type your flight number (i.e. Flight No. AFR106) on
the MCDU keypad and click on FLT NO. Runway 09

Gate F6

96
 FMC SETUP - WAYPOINTS
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL
SID: GORL2N STAR: BIG1E
20a
PART 3 – FLIGHT PLANNING
20. Go on FMC (Flight Management Computer) and set flight waypoints and airways
a) Click on “DEP ARR” (Departure Arrival) and click on “DEP – EHAM” to set Schiphol
as our Departure Point 20b
b) Select Runway 09
c) Press the “NEXT PAGE” button until you find GORL2N SID (Standard Instrument 20a
Departure). Select SID (Standard Instrument Departure) for GORLO2N as
determined when we generated our flight plan.
d) Select ROUTE menu and click “NEXT PAGE” on the MCDU keypad to select the
Airway/Waypoint menu.
e) Type “UL980” on the MCDU keypad and click on the LSK next to the dashed line
on the left column (VIA/AIRWAYS) to set your next Airway.
f) Type “LOGAN” on the MCDU keypad and click on the LSK next to the squared line
on the right column (TO/WAYPOINTS) to set your next Waypoint to LOGAN.
g) See picture to see the final result. We will enter the approach to Heathrow later
while in the air.
20c
h) Select ACTIVATE and click on EXECUTE

20e

20c

20g

20c
20h 20f

20d
97
 FMC SETUP - WAYPOINTS
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL
SID: GORL2N STAR: BIG1E
PART 3 – FLIGHT PLANNING
20. Go on FMC (Flight Management Computer) and set flight waypoints and airways
i) Click on “DEP ARR” (Departure Arrival), then click on the LSK next to INDEX, then click
on “EGLL – ARR” to set Heathrow as our Arrival Point
j) Select ILS 27L as our landing runway
k) Select STAR (Standard Terminal Arrival Route) for BIG1E as determined when we
generated our flight plan.
l) Click on EXECUTE on the MCDU keypad to activate your flight plan update
20i
20i

20i

20k
20l

20j

98
 FMC SETUP – WAYPOINT DISCONTINUITIES
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL
SID: GORL2N STAR: BIG1E
PART 3 – FLIGHT PLANNING
21. Go on FMC (Flight Management Computer) and verify all waypoints and
any look for any discontinuity
a) Click on “LEGS” and cycle through all different legs pages of the
flight using “NEXT” button on FMC.
b) There is a route discontinuity between the BIG waypoint of our
STAR and the ILS 27L runway.
c) Set ND (Navigation Display) Mode selector to PLAN and adjust
ND Display Range as required
d) Click on STEP until the discontinuity between BIG and CI27L is 21a
selected (you should see <CTR> next to BIG). 21c
e) You can see visually the discontinuity on the Navigation Display ND Range (nm)
21c
f) Click on the LSK next to the desired approach fix (in our case 21a ND Mode
“CI27L”) to copy it on the FMC screen.
g) Click on the LSK next to the squared line “THEN” to set
approach fix CI27L in order to fix flight plan discontinuity.
h) Click on EXECUTE to update flight plan
21b Route Discontinuity
between BIG and ILS 27L

21g

21f
21h
21d
21e

Route Discontinuity
between BIG and ILS 27L 99
 FMC SETUP – WAYPOINT DISCONTINUITIES
NOTE: Flight Plan = EHAM SID GORLO UL980 LOGAN STAR EGLL
SID: GORL2N STAR: BIG1E
PART 3 – FLIGHT PLANNING
21. Go on FMC (Flight Management Computer) and verify all
waypoints and any look for any discontinuity
i) Your flight plan discontinuity should now be replaced
with a link directly from BIG to the CI27L Approach Fix. 14i
j) Set ND Mode back to MAP

14j
Navigation Display
PLAN Mode Navigation Display
MAP Mode

Route Discontinuity Direct Route between BIG

between BIG and ILS 27L and ILS 27L 100
 22a
FMC SETUP – PERF INIT
22. Go on FMC (Flight Management Computer) and set aircraft performance parameters
a) Select “FMC” menu on the MCDU and press the “INIT REF” button to open the PERF INIT page
b) Double-Click on ZFW (Zero Fuel Weight) button to enter the automatically calculated ZFW and auto-fill GR WT.
PART 3 – FLIGHT PLANNING
c) Type “10.0” on MCDU keypad and select RESERVES to set reserve fuel weight determined by Fuel Planner tool
(10.0 x 1000 for 10000 lbs)
d) Set cruising altitude to FL240 (24000 ft) by typing “240” on the MCDU keypad and selecting CRZ ALT.
e) Type “100” on MCDU keypad and select COST INDEX (cost index is generally given to you by the airline company,
so you shouldn’t really care about it within the scope of this simulation)
23. Select required Engine De-Rating thrust mode in order to limit your engines’ thrust.
a) Select TAKEOFF page 22d
b) Click on the “TO-1” or “TO-2” EPR Limit to set engine thrust limit. If you want maximum power, select “TO/GA”
c) You can set an Assumed Temperature of 58 deg C by typing “58” on the MCDU keypad and clicking on the LSK
next to SEL or by rotating the TEMP SEL knob. This will automatically set “D-TO-1” (Derated Takeoff) Thrust 22b
mode and limit the max engine pressure ratio on takeoff.
22e

23c
23b

22c

23a

22a

22c
23c
23c
22d

22e

23c
Note: TO, TO-1, and TO-2 are engine de-ratings. De-rating means that the aircraft uses reduced thrust on takeoff in order to reduce engine wear, prolong engine life, reduce fuel consumption, and more importantly
comply with noise reduction and runway safety requirements. Airbus aircraft have a similar concept called “FLEX”. “Flexible temperature” means that the engine controller will force the engine to behave as if outside
air temperature was higher than it really is, causing the engines to generate less thrust since higher air temperatures diminish an aero-engine’s thrust generating capabilities. FLEX/De-rating is also known in other 101
companies as “Assumed Temperature Derate”, “Assumed Temperature Thrust Reduction” or “Reduced Takeoff Thrust” or “Factored Takeoff Thrust”.
 FMC SETUP – PERF INIT
24. Go on FMC (Flight Management Computer) and set TAKEOFF parameters
a) Go back to the TAKEOFF page
b) Type “5” on MCDU keypad and select LSK next to “FLAPS” to set takeoff flaps to 5 degrees.
PART 3 – FLIGHT PLANNING
c) Press the LSK next to REF SPDS – SELECT ON to show automatically computed V-speeds
based on the performance data (weight) we just entered
d) Observe the resulting V1, VR and V2 speeds resulting of this flap setting and current
aircraft weight: V1 is the Decision Speed (minimum airspeed in the takeoff, following a
failure of the critical engine at VEF, at which the pilot can continue the takeoff with only
the remaining engines), VR is the rotation speed (airspeed at which the pilot initiates
rotation to obtain the scheduled takeoff performance), and V2 is Takeoff Safety Speed
(minimum safe airspeed in the second segment of a climb following an engine failure at 35 24f
ft AGL).
e) V1 Speed is 130 kts
VR Speed is 136 kts
V2 Speed is 144 kts
f) Click on the LSKs next to V1, VR and V2 to automatically enter computed V speeds.
g) Click on the LSK next to CG twice to automatically calculate the CG position of 17.0 % MAC,
or Mean Aerodynamic Chord.
h) Observe the resulting TAKEOFF TRIM setting: +5.1

24g

24b

24h

24c 24d

102
24a
 FMC SETUP – VNAV (CLIMB & CRUISE)
25. Go on FMC (Flight Management Computer) and set Transition Altitude
a) Select “FMC” menu on the MCDU and press the “CLB” button to open the Climb Vertical
Navigation page
PART 3 – FLIGHT PLANNING
b) Set transition altitude to 3000 ft by typing “3000” on the MCDU keypad and selecting TRANS
ALT (as per Europe norms, but you would use 18000 ft in North America).
26. Go on FMC (Flight Management Computer) and verify that cruising altitude is correct
a) Select “FMC” menu on the MCDU and press the “CRZ” button to open the Cruise Vertical
Navigation page
b) Confirm that CRZ ALT reads FL240 (24000 ft). If it doesn’t, change the field manually.
25a

Transition Altitude (U.S. system)

25b

26b

26a 103
 TAKEOFF TRIM & HYDRAULIC POWER SETUP
V1 Speed is 130 kts
VR Speed is 136 kts
V2 Speed is 144 kts
PART 3 – FLIGHT PLANNING
Takeoff Trim is +5.1

NOTE: In order to set up our stabilizer takeoff trim, we need hydraulic power. We will use the hydraulic electrically-driven pumps and
hydraulic demand pumps for that. 21a
20. Set RIGHT HYDRAULIC DEMAND PUMP switch to AUTO. Wait for the PRESS light to disappear. This pump is electrically-driven.
21. Set CENTER 1 & CENTER 2 HYDRAULIC DEMAND PUMP switches to ON. Wait for the PRESS light to disappear for CENTER 1 pump. The
PRESS light will still be displayed for CENTER 2 pump since the engines are not started yet and load shedding logic leaves pump 1
functional only before engine start. Both pumps are electrically-driven.
22a
22. Set LEFT HYDRAULIC DEMAND PUMP switch to AUTO. Wait for the PRESS light to disappear. This pump is electrically-driven. 20a
23. Verify that LEFT & RIGHT HYDRAULIC PRIMARY PUMP switches are OFF. PRESS light should be displayed.
24. Note: both LEFT & RIGHT HYDRAULIC PRIMARY PUMP will need to be turned on eventually, but only after the engines are started.
25. Set Stabilizer Trim to the Takeoff Trim value of +5.1 calculated earlier by the FMC.

23
23

Stabilizer Trim
Indicators (deg)

25 21b

22b

104 20b
 AUTOPILOT & CABIN PRESSURE SETUP
V1 Speed is 130 kts
VR Speed is 136 kts
V2 Speed is 144 kts
PART 3 – FLIGHT PLANNING
Takeoff Trim is +5.1

26. Turn on both FD (Flight Director) switches – UP POSITION

27. Turn on A/T ARM (Autothrottle Arm) switch ON (UP)
28. Set all VOR switches – AUTO
29. Set V2 Speed on MCP (Mode Control Panel) by rotating MCP IAS knob on the glareshield until IAS is set to 144 kts (V2 speed)
30. Set HEADING knob to runway QDM (Magnetic) heading 087 as per Jeppesen chart.
31. Set BANK ANGLE LIMIT selector - AUTO
32. As per EHAM SID Chart, set Initial Altitude (FL060, or 6,000 ft) on MCP (Mode Control Panel) by rotating ALTITUDE knob on
glareshield until Altitude is set to 6,000 ft 33
33. As per EGLL ILS chart, Heathrow Airport’s elevation is 77 ft. Set LDG ALT to 80 ft and Cabin Pressurization Mode to AUTO 1. 33
27

32
28
30 26
26 29
28

31
30 105
 ALTIMETER SETUP
TFR (Transfer) Switch
34. You can consult the EHAM ATIS (Automatic Terminal
Information Service) system with the radio to get the
altimeter setting. 34b
PART 3 – FLIGHT PLANNING
a) Consult the EHAM chart and find the Schiphol ATIS 35b
Frequency (122.200).
b) Set VHF-1 COMM ACTIVE radio frequency to the ATIS
frequency (122.200).
c) Press the L VHF button on the Audio Select Panel to ACTIVE
listen on the VHF-1 active frequency. FREQUENCY
d) You should receive the ATIS automated report on the
radio for Schiphol. The reported altimeter setting is
29.94 inches of Hg.
e) You can click on the TFR (Transfer) button to set the 35a 34c
ATIS frequency to the STANDBY frequency once you
have the information you need. You will then stop
hearing the ATIS broadcast.
35. Set altimeter setting and standby altimeter setting to 2994 ACTIVE
35b FREQUENCY
(29.94 inches of mercury) by rotating the altimeter BARO
knob. Do this for the co-pilot instruments as well. Our
altimeters should read roughly 0 ft, which is approximately
34e
the airport elevation of EHAM.
TFR (Transfer) Switch
Our altimeters show NEG in our case since the setting we are told
to use puts us very slightly under 0 ft (minus 3 meters, which is
the exact elevation of Schiphol). In this particular case, we don’t
have to worry; this is expected behaviour. 35a

34d 106
 DOORS
36. Click on EFB (Electronic Flight Bag) and close doors
a) Select OPERATIONS – AIRPLANE menu
b) Click on CLOSE ALL
PART 3 – FLIGHT PLANNING

36a

Doors Open

Door Open

36b 107
Door Closed Doors Closed
 Left Side Doors
DOORS
Bulk Cargo Door
PART 3 – FLIGHT PLANNING

Left Center Entry Door

Left Front Entry Door

Right Aft Entry Door Right Center Entry Door

Right Front Entry Door

Aft Cargo Door

108
Right Side Doors Forward Cargo Door
 ENGINE START-UP
PART 4 – START-UP PROCEDURE
APU APU GENERATOR

AUXILIARY
POWER UNIT APU BLEED AIR

GROUND EXTERNAL POWER

POWER CART FUEL

AIR PRESSURE IGNITION/STARTER

EXTERNAL AIR ENGINE START
CART ELECTRICAL POWER
ENGINE GENERATOR
ENGINE (ENGINE CROSS-START)
AIR PRESSURE

ENGINE BLEED
(RUNNING) (ENGINE CROSS-START)

FUEL PUMPS FUEL PUMPS ON

THROTTLE POSITION THROTTLE AT IDLE

FUEL CONTROL SWITCH FUEL CONTROL SWITCH AT RUN

IGNITION SWITCH IGNITION SWITCH – IGN1/IGN2/BOTH

IGNITION CONTROLLED BY FADEC (FULL AUTHORITY DIGITAL ENGINE CONTROLLER)

STARTER SWITCH STARTER SWITCH – GROUND START 109

 ENGINE START-UP NOTE: It is usually common practice to start your engines during pushback.
We will start our engines before that for simplicity.
PART 4 – START-UP PROCEDURE
BATTERY SWITCHES ON APU GENERATOR
EXTERNAL POWER APU
FUEL PUMP ON AUXILIARY
APU START SWITCH POWER UNIT APU BLEED AIR

FUEL PUMPS ON
FUEL CONTROL SWITCH AT RUN FUEL VALVE
THROTTLE AT IDLE
ENGINE START
IGNITION SWITCH – IGN 1/IGN 2/BOTH
IGNITER/STARTER
STARTER SWITCH – GROUND START

110
 APU (AUXILIARY POWER UNIT) START 1
PART 4 – START-UP PROCEDURE 1

1. On Overhead Panel, turn ON the LEFT AFT, LEFT FWD, RIGHT AFT and RIGHT FWD Fuel
Pump switches. If you press the Center Pumps switches, the PRESS caution means
that there is no fuel in those tanks and that the switches can remain to OFF.
2. Press the STATUS synoptic page button to monitor APU parameters
3. Set and hold APU switch to START to initiate start (scroll mousewheel), then set switch
to ON after the RUN light is displayed. The switch springs back to the ON position
once the APU is running (around 90 %). 1
1

3c

1 Center Fuel Tank Pumps OFF

since tanks are empty

3a

2 3b
111
 APU (AUXILIARY POWER UNIT) START 5
PART 4 – START-UP PROCEDURE 8
4. Wait until APU RPM reaches 100 % and RUN light is
displayed.
5. Set APU GEN switch ON and make sure the EXT PWR
indication becomes AVAIL.
6. Set the APU BLEED AIR switch is set to ON
7. Set the ISOLATION VALVE switch to ON (OPEN).
8. Set PACK (Pneumatic Air Conditioning Kit) 1 & 2
switches OFF to ensure enough APU bleed air pressure
is available for engine start
9. Push “ENG” button to display the Engine synoptic page
10. Set throttle to IDLE (fully aft).

7
4

4
10 112
 APU RUNNING WITH DOOR OPEN
PART 4 – START-UP PROCEDURE

APU (Auxiliary Power

Unit) Exhaust

APU

113
 ENGINE START-UP (ROLLS-ROYCE)
PART 4 – START-UP PROCEDURE
11. Raise cover guards for both Left and Right ELEC ENG CONT switches (EEC, 11 11
Electronic Engine Control)
12. Set both Left and Right ELEC ENG CONT switches – ON
13. Set both Left and Right ENG LIMITER switches – ON
(ROLLS-ROYCE ENGINES ONLY, NOT PRESENT ON PW ENGINES)
14. Confirm that the L ENG LIMITER (RR only) , R ENG LIMITER (RR only) , L ENG
EEC MODE and R ENG EEC MODE indications shown in step 11) are not visible
anymore. Confirm that the INOP lights on the switches are also extinguished.

12a 12a

11

14

12b 12b

13 13

114
 ENGINE START-UP (ROLLS-ROYCE)
PART 4 – START-UP PROCEDURE
15. Set IGNITION switch to either 1 or 2
16. Set Right STARTER switch to GND (Ground Start)
17. When Right Engine N3 indication (High Pressure
Compressor Rotation Speed) reaches 25 %, set
Right FUEL CONTROL switch to RUN (UP). Click
twice on the switch to set it to RICH, then RUN.
Note: for Pratt & Whitney engines, use N2 as a
reference instead of N3.
18. N1 indication (Fan Speed / Low Pressure
Compressor Rotation Speed), FF (Fuel Flow) and
EGT (Exhaust Gas Temperature), Oil Pressure and
Oil Temperature for Right Engine should increase.
19. Right STARTER switch will automatically reset to 20
AUTO once reaching IDLE.
20. Right Engine parameters should stabilize at about
22 % N1 and 55 % N3
17a

15

17b

16 115
19
 ENGINE START-UP (ROLLS-ROYCE)
PART 4 – START-UP PROCEDURE
21. Set Left STARTER switch to GND (Ground Start)
22. When Left Engine N3 indication (High Pressure
Compressor Rotation Speed) reaches 15-20 %,
set Left FUEL CONTROL switch to RUN (UP). Click
twice on the switch to set it to RICH, then RUN.
Note: Pratt & Whitney engines, use N2 as a
reference instead of N3.
23. N1 indication (Fan Speed / Low Pressure
Compressor Rotation Speed), FF (Fuel Flow) and
EGT (Exhaust Gas Temperature), Oil Pressure and
Oil Temperature for Left Engine should increase.
24. Left STARTER switch will automatically reset to
AUTO once reaching IDLE. 25
25. Left Engine parameters should stabilize at about
22 % N1 and 55 % N3
22a

22b 21 24 116
 ENGINE START-UP
High-pressure compressor and high-
PART 4 – START-UP PROCEDURE (ROLLS-ROYCE 3-SPOOL ENGINE) pressure turbine are driven by the
same shaft. This is N3 speed in EPR: Engine Pressure Ratio
percentage of maximum RPM. (measurement of thrust)
N1 N2 N3

N1

N2

N3

Intermediate-pressure compressor and intermediate-pressure turbine are driven by the

same shaft. This is N2 speed in percentage of maximum RPM.

Fan, low-pressure compressor and low-pressure turbine are driven by the same shaft.
This is N1 speed in percentage of maximum RPM. 117
 ENGINE START-UP
PART 4 – START-UP PROCEDURE (PRATT & WHITNEY 2-SPOOL ENGINE)
EPR: Engine Pressure Ratio
High-pressure compressor and (measurement of thrust)
N1 N2 high-pressure turbine are driven
N2
by the same shaft. This is N2
speed in percentage of
maximum RPM.
N1

N2

N1 N1

Fan, low-pressure compressor and low-pressure turbine are driven by the same shaft.
This is N1 speed in percentage of maximum RPM. 118
 ENGINE START-UP (ROLLS-ROYCE)
PART 4 – START-UP PROCEDURE
26. Set L GEN CONT and R GEN CONT Generator switches to ON.
Then, confirm that the EXT PWR indication is AVAIL
29a 29b
27. Set LEFT & RIGHT HYDRAULIC PRIMARY PUMP switches ON.
PRESS light should disappear. Both pumps are engine-driven.
28. Verify that the LEFT & RIGHT UTILITY BUS switches are ON
29. Turn OFF ground Power and remove chocks, stairs, fuel truck
and passenger bus via the EFB (Electronic Flight Bag)
• Go in EFB menu OPERATIONS – GROUND
• Remove all ground connections (not green = removed).
• Confirm that both EXT PWR indication is extinguished
30. Set APU switch – OFF
APU cooldown sequence will begin and shutdown will occur
automatically once cooldown sequence is complete.

Note: you can also set the APU GEN switch OFF, but it will
automatically be disengaged when APU shuts down.

27
27
26

28
26

29b

30 119
 ENGINE START-UP (ROLLS-ROYCE)
PART 4 – START-UP PROCEDURE
31. Set LEFT & RIGHT ENGINE BLEED switches are ON
32. Set APU BLEED switch – OFF 38
33. Verify that ISOLATION VALVE switch is set to ON
34. Set PACK (Pneumatic Air Conditioning Kit) 1 & 2 switches – AUTO
35. Set TRIM AIR switch to ON
36. Set LEFT and RIGHT RECIRCULATION FAN switches to ON 39
37. Set FLIGHT DECK Temperature Control Switch to AUTO 37
38. Set FWD CABIN, & AFT CABIN Temperature Control Switches to AUTO
39. Set WINDOW HEAT switches to ON
40. Verify that EQUIPMENT COOLING switch is OUT (NORMAL)
35
41. Set Engine Anti-Ice / Wing Anti-Ice – As Required

36

34

33
41

32
31
40

31 120
 COMPLETE PRE-FLIGHT
PART 4 – START-UP PROCEDURE
42. Landing Lights switches – OFF
Nose Gear Light switch – ON
43. Runway Turnoff Lights switches – ON
50b
44. Navigation Position Lights switch – ON 50a
45. Anti-Collision Red & White Lights
switches – ON
46. Wing Lights switch – ON
47. Logo Light switch – ON
48. Set No Smoking Switch – AUTO
49. Set Seat Belts switch – AUTO
50. Emergency Lights – set switch to
ARMED and close cover
51. Set Left & Right Yaw Damper switches –
51 51
ON

49
48

45 45
44

46

47

43 43 42 42
42 121
 COMPLETE PRE-FLIGHT
PART 4 – START-UP PROCEDURE
52. Set Transponder frequency to 2200 (IFR standard squawk
code). 7000 is used for VFR in most of European airspace and
1200 for VFR in North America.
53. Set TCAS (Traffic Collision and Avoidance System) selector to
TA/RA (Traffic Advisory/Resolution Advisory)
54. Set Weather Radar to WX and press the WXR button if you
want to display the weather radar on the Navigation Display. 54b

54c
53b

52

54a

53a

122
 COMPLETE PRE-FLIGHT
PART 4 – START-UP PROCEDURE
55. In real life, you would set PACK 1 and PACK 2 switches to OFF
to ensure maximal engine performance during takeoff and
prolong engine life, but we don’t need to in this tutorial.
56. Set Autobrake selector to RTO (Rejected Takeoff)
57. Make sure Speed Brake is OFF (NOT ARMED)
58b
58. Set Flaps lever to 5 as specified in the FMC

58a

56

57

123
 PUSHBACK
1. Release parking brake
2. Begin Pushback via the EFB (Electronic Flight Bag)
• Select OPERATIONS – GROUND menu
• Click on PUSH BACK
• Wait for the “pushback truck in operation”
message to appear
• X-Plane will allow you to control the pushback cart
with your throttle. Throttle up to pushback,
throttle down to stop. Use your rudder pedals to 1 – released
PART 5 – TAXI

turn the aircraft.

3. When in the desired position, click on PUSH BACK again
to disconnect pushback cart.

2a

2b

2c

124
 PART 5 – TAXI PUSHBACK

125
 TAXI
The 757 is steered on the ground by using a tiller. X-Plane
allows you to map an axis to the tiller.
PART 5 – TAXI

Nosewheel Tiller
Axis

Nose Wheel Steering Tiller

(used to steer aircraft on the ground)

126
 TAXI
• Our Flight Number is AFR106 and we spawned at gate F6.
• After we performed pushback from Gate F6, we would typically contact the
tower for guidance by saying “AFR106, requesting taxi.”
• The tower would then grant you taxi clearance by saying “AFR106, taxi to
holding position N5 Runway 09 via taxiways Alpha 16 (A16), Bravo (B).
• This means that we will follow the A16 line, then go to B, then turn right to
N5 and hold there until we get our clearance for takeoff.
• Throttle up to maintain a taxi speed of 15 kts maximum. Slow down to a
maximum of 10 kts before making a 90 deg turn.
PART 5 – TAXI

Gate F6

127
 PART 5 – TAXI

128
 Check signs to follow the
taxi route towards the
holding point (N5)
PART 5 – TAXI

129
 PART 5 – TAXI

130
PART 6 – TAKEOFF, CLIMB & CRUISE
TAKEOFF

131
 TAKEOFF
PART 6 – TAKEOFF, CLIMB & CRUISE
1. Arm the LNAV (Lateral Navigation) and VNAV (Vertical Navigation) autopilot modes

1
Armed

132
 TAKEOFF
PART 6 – TAKEOFF, CLIMB & CRUISE
2. Line up on the runway and make sure parking brake is
disengaged, A/T ARM switch is ON, both F/D switches are ON,
and all Autopilot CMD switches are OFF
3. Press and hold pedal brakes
4. Throttle up until engines reach 1.10 EPR and stabilize
5. Press the THR switch (or EPR switch on some aircraft) to engage
autothrottle and release brakes (alternatively, you can just 5b
throttle to max power)
1

3 5c
5a

133
 TAKEOFF
PART 6 – TAKEOFF, CLIMB & CRUISE
6. Rotate smoothly and continuously when reaching VR (136
kts) until reaching 15 degrees of pitch angle
7. Follow the Flight Director (15 deg pitch)
8. Raise landing gear (right click) by setting landing gear lever
to UP (up position)
9. Once landing gear has been fully retracted, set landing gear
lever to OFF (middle position)
10. Autobrake switch – OFF

7a
Rotate at Pink Lines = Flight Path Reference
VR (136 kts) in lateral and vertical planes
10

7b
You are now following Flight Director
6
path since both pink lines are centered 134
PART 6 – TAKEOFF, CLIMB & CRUISE
TAKEOFF

135
PART 6 – TAKEOFF, CLIMB & CRUISE
TAKEOFF

136
 CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE
1. When reaching an altitude of 400 ft, engage autopilot
by pressing either the CMD LEFT, CMD CENTER or CMD
2b
RIGHT button on the MCP. Your aircraft will now follow 1b
the “magenta line” on your navigation display
automatically since we already armed the VNAV and 1a
LNAV modes. 2a
2. Make sure the VNAV (Vertical Navigation) and LNAV
(Lateral Navigation) autopilot mode buttons on the
MCP (Mode Control Panel) are engaged
3. Always synchronize your heading using the HEADING
knob on the MCP. This will not steer the aircraft, but it
is good practice in case you need to engage other
autopilot modes quickly.

3c

3b

3a

Autopilot HEADING not Autopilot HEADING aligned

with actual flight path
137
aligned with actual flight path
 Transition Altitude (U.S. system)
CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE
4. Once you pass transition altitude (3000 ft in Europe, 18000 ft in the
US), switch barometric pressure to STANDARD pressure (29.92 in Hg,
or 1013.25 mbar) in order to use flight levels as a reference. This
means you will be using a standard barometric pressure of 29.92 in
Hg, which is also used by other aircraft in the airspace instead of a
local one given by an Air Traffic Controller. If pilots don’t use a
“standard” barometric pressure, different aircraft may collide in flight
since they don’t use the same pressure to define their current
altitude. This is why higher altitudes are defined as “flight levels” (i.e.
FL250 would be 25000 ft).
Note: Don’t forget to set the First Officer Altimeter and Standby
Altimeters as well or you will get an ALT DISAGREE message on the EICAS.

ALT DISAGREE message if Captain and F/O

altimeters are not synchronized

Standard Barometric Pressure Reference

29.92 in Hg

4c

4a
4b 138
 CLIMB FLAP SCHEDULING TABLE
PART 6 – TAKEOFF, CLIMB & CRUISE TAKEOFF FLAPS SELECT FLAPS AT SPEED (KTS)
This is roughly what should happen during the takeoff & climb.
5 VREF 30 +20
Note the FMA (Flight Mode Annunciator) readings summarized below.
Flaps 20 deg or 15 deg 1 “F” (VREF 30 + 40)
UP “F” (VREF 30 + 60)
1 “F” (VREF 30 + 40)
Flaps 5 deg
UP “F” (VREF 30 + 60)
Flaps 1 deg UP “F” (VREF 30 + 60)
“F”: Minimum flap retraction speed for next flap setting on speed tape
Rotation Speed
THR SELECTED
(Autothrottle ON), FD ON, AP OFF
THR HLD TO TO FD
EPR (or N1) TO TO FD
FLAP RETRACTION ALTITUDE
VNAV Armed, AP ON
EPR VNAV SPD LNAV CMD

LNAV Armed, AP OFF

Accelerating to 80 KTS
THR HLD TO LNAV FD
THR HLD TO TO FD

139
 11
CLIMB 11
PART 6 – TAKEOFF, CLIMB & CRUISE 10 12

5. Once you have sufficient airspeed, set flaps to UP (scroll

mousewheel). You can consult the Takeoff Flaps
Retraction Speed chart on the previous page as well.
6. Confirm that flaps have retracted properly. 13
7. Landing Lights switches – OFF
8. Nose Gear Light switch – OFF
9. Runway Turnoff Lights switches – OFF
9 9
10. Navigation Position Lights switch – ON 8
11. Anti-Collision Red & White Lights switches – ON 7
7
12. Wing Lights switch – ON
13. Logo Light switch – ON
5b

14

5a

VF is the “manoeuvering 140

speed” for existing flap setting
 CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE Cruising Altitude
24000 ft

14. Once we have reached our first SID target altitude of 6000 ft, vertical
autopilot mode will maintain 6000 ft (ALT HOLD mode) unless we set
our cruising altitude and engage the VNAV SPD mode.
15. We will now begin our climb to our cruising altitude of 24000 ft. Set SID Target Altitude
the ALTITUDE knob on the MCP (Mode Control Panel) to 24000. (6000 ft)
16. Press (left click) the VNAV button on the MCP to re-arm the VNAV
autopilot mode and set new altitude target to the autopilot. Autopilot 16b
will now climb to selected altitude using the VNAV SPD mode.

Takeoff

14

15

16a
141
 CLB 1
CLIMB
PART 6 – TAKEOFF, CLIMB & CRUISE 17 Climb Mode 1
Thrust Limit Active
17

17. The Autothrottle system should automatically select the « CLIMB » thrust limit mode
that we select initially (CLB 1).
18. You will reach your “TOP OF CLIMB” point at “T/C” on your navigation display for your
cruising altitude (24000 ft)

Range Scale (nm)

18

T/C
Top of Climb
Your Location

142
PART 6 – TAKEOFF, CLIMB & CRUISE
CLIMB

143
PART 6 – TAKEOFF, CLIMB & CRUISE
CLIMB

144
 CRUISE
PART 6 – TAKEOFF, CLIMB & CRUISE 2
1. When reaching the top of climb, the autopilot will start levelling off. 3
2. Once levelled off to 24000 ft, the vertical autopilot mode will switch to VNAV PTH
1
(Vertical Navigation Path).
3. The autothrottle system will automatically set the most efficient throttle setting
during cruise.
4. You can monitor your progress on the FMC « PROG » (PROGRESS) page and on the
« LEGS » page.

4 4

145
 CRUISE
PART 6 – TAKEOFF, CLIMB & CRUISE
5. When arriving at the cruising altitude, the Autothrottle system should automatically 6
select the « CRUISE » thrust limit mode (CRZ).
6. You can check your cruising altitude and cruising speed on the FMC « CRZ » (CRUISE)
page. It will display the CRZ ALT to FL240, or Flight Level 240 (24000 ft) and the
ECON SPD (best speed to economize fuel) to Mach 0.684. 6

CRZ
5 Cruise Mode
Thrust Limit Active

146
PART 6 – TAKEOFF, CLIMB & CRUISE
CRUISE

147
PART 6 – TAKEOFF, CLIMB & CRUISE
CRUISE

148
 Introduction to Autopilot

Many newcomers in the flight simulation world have this idea that the autopilot is the answer to EVERYTHING. And I mean: e-v-e-r-y-t-h-i-n-g. Spoiler alert: it’s not. The
autopilot is a tool to help you fly to reduce your workload, not a tool to replace the pilot. The autopilot should be seen as a system that can make your life easier.

Now, why am I saying this? Because some people’s knowledge of the autopilot system is summed up in “hit LNAV and VNAV, then go watch an episode of Mayday while the
aircraft does all the work”. However, there are times where the autopilot can disconnect by itself (i.e. during major turbulence, or when the autopilot is trying to follow a flight
profile (SID or STAR) that exceeds safety limitations like bank or pitch angles). The autopilot isn’t smart: it will put you in dangerous situations if you ask him to. It will “blindly”
PART 7 – AUTOPILOT

follow whatever is set in the FMC. If there are conflicts or errors in the FMC’s flight plan, the AP will gladly follow them even if they don’t make sense. This is why you need to
constantly be able to fly the aircraft manually if need be. The autopilot should be seen as a system that can make your life easier. This is why you need to be familiar with the
capabilities of the AFDS (Autopilot Flight Director System) and be able to read what the FMA (flight mode annunciator) is telling you.

Autopilot and Auto-Throttle

The autopilot (AFDS, or Autopilot Flight Director System) is separated in three main
components: the flight director, the autopilot itself and the auto-thrust system. Aircraft
pitch and attitude will help maintain the aircraft on a certain flight path. The throttle
will help maintain the aircraft on a certain speed. Depending on the phase of flight
(takeoff, climb, cruise, descent, final approach, etc.), the autopilot will react differently.
During a climb, the AP will want to maintain the best, most fuel-efficient climb to save
fuel. During a descent, the AP will want to slow down in order to approach the runway
in a low-speed high-lift configuration. The Auto-Thrust system will take control over the
engines throttles for you: when AT is engaged, you will see the throttle physically move
by itself.

The AP has three channels: Left, Center and Right. The only time three autopilot Throttle
channels will engage simultaneously is during automatic landing (AUTOLAND).
FD (Flight Director) Lines

Autopilot MCP (Mode

Control Panel)
149
PART 7 – AUTOPILOT

Autopilot Parameter Selectors

• IAS MACH Selector: Sets speed input to aircraft autopilot.

• SEL: Selects/toggles airspeed unit (IAS (indicated airspeed) vs Mach), usually used above FL260, or 26000 ft
• Heading Selector: Sets heading input to aircraft autopilot.
• Bank Angle Limit Selector: Sets autopilot bank angle limit
• Altitude Selector: Sets altitude input to aircraft autopilot.
• Vertical Speed (V/S) Selector: Sets vertical speed input to aircraft autopilot.

Autopilot, Flight Director & Autothrottle Selectors

• Auto-throttle (A/T) ARM Switch : Arms A/T for engagement. Auto-throttle engages automatically when FL CH, V/S, VNAV, ALT HOLD modes are used.
• Flight Director (F/D) Switch: Arms flight director
• CMD L/C/R: Engages selected autopilot channel in selected mode.
• DISENGAGE Bar: Disengages autopilot.

150
PART 7 – AUTOPILOT

Autoflight – Thrust/Speed Modes

• THR: Engages auto-throttle in Thrust (THR) mode (selects climb thrust after takeoff or go-around). Mode inhibited under 400 ft altitude.
• SPD: Engages auto-throttle in SPEED mode (maintains IAS/MACH value in display). Speed Selector knob must be pushed to override the speed target of the FMC.

Autoflight – Vertical Modes

• VNAV: Vertical Navigation mode will follow the vertical components and restrictions of the flight plan entered in the FMC.
• FL CH (Flight Level Change): Aircraft climbs or descends to selected ALTITUDE at selected IAS/MACH
• V/S: Sets Vertical Speed to selected VERT SPEED.
• ALT HOLD: Aircraft levels off and holds its current altitude.

Autoflight – Lateral Modes

• LNAV: Lateral Navigation mode will follow the lateral components and restrictions of the flight plan entered in the FMC.
• HDG SEL: Heading and Bank Angle selector. Aircraft will roll towards the selected HEADING.
• HDG HOLD: Holds the current aircraft heading.
• LOC: Tracks VHF Ominidirectional Range (VOR) localizer. Aircraft will only be controlled laterally.

Autoflight – Vertical + Lateral Mode

• APP: Tracks localizer and glideslope during approach. Aircraft will be controlled laterally and vertically.
151
 Autopilot Modes

Button Description Button Description

VNAV Vertical autopilot changes aircraft attitude to follow SPD Autothrottle system will adjust thrust to maintain desired indicated airspeed
vertical navigation path determined by the FMS (kts).
FL CH Vertical autopilot changes aircraft attitude to climb or THR Autothrottle system will adjust thrust to select climb thrust after takeoff or go-
descend to selected ALTITUDE at selected IAS/MACH around
PART 7 – AUTOPILOT

V/S Vertical autopilot changes aircraft attitude to hold

vertical speed VERTICAL MODE
ALT HOLD Vertical autopilot changes aircraft attitude to fly to
target altitude LATERAL MODE
LNAV Lateral autopilot tracks navigation flight plan VERTICAL & LATERAL MODE
determined by the FMS
HDG SEL Lateral autopilot tracks selected heading AUTO-THROTTLE MODE

HDG HOLD Lateral autopilot maintains current heading

LOC Lateral autopilot arms DFGS to capture and track a

selected VOR or LOC course.
APP Lateral and vertical autopilots track localizer and glide
slope targets for approach
CMD (AP) Engages Autopilot

DISENGAGE BAR Disengages Autopilot

AUTOTHROTTLE (A/T Engages/Disengages Autothrottle

ARM)

152
 FMA (Flight Mode Annunciator)

The FMA displays the status of the auto-throttle, roll, pitch, and autopilot systems.

Green annunciation is when a mode is ENGAGED. White annunciation is when a mode is ARMED.

Pitch Mode Roll Mode

PART 7 – AUTOPILOT

Auto-Throttle Mode

Autopilot Status

Armed Mode
(White)
Autoland Status

153
 FMA (Flight Mode Annunciator)
2
1
4 5

3
PART 7 – AUTOPILOT

1: Autothrottle Mode 2: Pitch Mode

EPR: displays while autothrottle is controlling engine N1: displays while autothrottle is controlling engine TO: annunciates by positioning either flight GA: displayed when flaps are out of UP
parameters to select EPR (Engine Pressure Ratio) parameters to select N1 (Fan Speed) reference director switch ON when both flight directors are position or glideslope is captured.
reference thrust thrust OF. FD pitch bars indicate an initial pitch of 8 deg Commanded speed is the MCP IAS/MACH
upwards. window or current airspeed, whichever is
higher. GA mode armed when pushing the
GA switch on the throttle.

IDLE: displays while autothrottle moves thrust lever to SPD: autothrottle maintains commanded speed, ALT HOLD: altitude hold mode activated or target G/S: AFDS (Autopilot Flight Director
IDLE. IDLE mode is followed by HOLD mode. which can be set using the IAS/MACH selected or altitude is captured System) follows the ILS (Instrumented
by the FMC flight plan Landing System) glideslope.

THR HLD: thrust lever autothrottle servos are inhibited. GA: displays while autothrottle controls to a max ALT CAP: autopilot transition mode when FLARE: during Autoland, aircraft flare
Levers remain in existing position or where manually reference thrust to maintain a climb rate of at least transitioning from a V/S, FLCH or VNAV climb or activates at 50 ft RA (radar altimeter).
placed. 2000 ft/min. GA mode armed when pushing the GA descent to selected MCP altitude. Mode Is armed during Autoland, displays
switch on the throttle. below 1500 ft radio altitude.
FLCH: displays while autothrottle is controlling to a max FLAP LIM: displays when flap speed limit is VNAV PTH: Vertical Navigation, AP maintains FMC VNAV SPD: Vertical Navigation, AP
of the selected mode reference thrust during climb, and approached and MCP selected speed or FMC target altitude or descent path with pitch commands maintains FMC speed with pitch
to a minimum thrust during descent speed is set to exceed this limit commands
ALPHA: displays when aircraft is approaching maximum SPD LIM: displays when aircraft speed limit is V/S: autopilot maintains selected vertical speed FLAP LIM: displays when flap speed limit is
angle of attack speed. However, a safe “alpha” (angle of approached and MCP selected speed or FMC target approached and MCP selected speed or
attack) speed will be maintained by the autopilot pitch speed is set to exceed this limit FMC target speed is set to exceed this
channel. limit

SPD LIM: displays when aircraft speed

limit is approached and MCP selected
speed or FMC target speed is set to
exceed this limit
154
 FMA (Flight Mode Annunciator)

2
5
1
4
PART 7 – AUTOPILOT

3: Roll Mode 4: Autopilot 5: Autoland

HDG HOLD: autopilot maintains current heading FD: flight directors are ON and autopilots are not LAND 3: three autopilot channels engaged and
engaged operating normally for an automatic landing
HDG SEL: autopilot maintains heading set on the MCP CMD: autopilot command is engaged LAND 2: autopilot redundancy reduced, only two
with the HEADING SELECT knob autopilots available
LNAV: activates Lateral Navigation autopilot roll mode, NO LAND 3 (amber): fault occurs after LAND 3 or
following FMC flight plan LAND 2 annunciates, making AFDS unable to make
an automatic landing
LOC: Autopilot captures the localizer course
ROLLOUT: After touchdown, AFDS uses rudder and
nosewheel steering to steer the airplane on the localizer
centerline
TO: annunciates by positioning either flight director
switch ON when both flight directors are OFF or in flight
at liftoff
GA: displayed when flaps are out of UP position or
glideslope is captured. Roll steering indication provides
guidance to maintain ground track present when mode
is engaged. GA mode armed when pushing the GA
switch on the throttle.

155
 PLANNING DESCENT
PART 8 – APPROACH & LANDING So, you’ve finally made it all the way up to
your cruising altitude? Congrats! Now, we
have a bit of planning to do.

First, let’s introduce you to the ILS (Instrument

Landing System). This system exists to guide
you during your approach.
• The Localizer is generally an array of
antennas that will give you a lateral Localizer Array Station at Hannover Glide Slope Station at Hannover
reference to the center of the runway.
• The Glide Slope station will help you
determine the descent speed you need in Great video explanation of ILS
order to not smack the runway in a https://www.youtube.com/watch?v=KVtEfDcNMO8
smoldering ball of fire.

Lateral Axis

Vertical Axis 156

 PLANNING DESCENT
PART 8 – APPROACH & LANDING
These charts are for the STAR (Standard Terminal
Arrival Route) from LOGAN to EGLL. We intend to:

1. Come from LOGAN waypoint

2. Fly from LOGAN towards the BIG1E arrival
route.
3. Follow the STAR (BIG1E -> KOPUL -> TANET ->
DET -> BIG)
4. Select an AIF (Approach Initial Fix) from the
FMC database (in our case CI27L) and follow
the approach towards the runway, guided by
the EGLL airport’s ILS (Instrument Landing
System).
5. Land at Heathrow (EGLL) on runway 27L
(orientation: 270 Left)

157
 PLANNING DESCENT
PART 8 – APPROACH & LANDING Here is a great link to know how to read these
Final Approach Course: 271
This is the heading you will take when charts properly:
approaching for final landing.
https://community.infinite-flight.com/t/how-
Minimums Decision Height: 200 to-read-an-approach-chart/8952
The minimum “decision altitude” (DA) during landing is
also referred to as “decision height” (DH). If you go lower
than 277 ft pressure altitude (or 200 ft above ground level), ATIS Frequency: 128.075
you are committed to land no matter what happens. Above The ATIS (Automatic Terminal Information Service)
277 ft (or 200 ft above ground level), you can still miss your will provide you valuable information including
approach and go around. The 757 uses a DH setting. wind direction and speed, and the altimeter
setting required for landing.

ILS Frequency: 109.50 MHz

This is the ILS system frequency you will
track to guide your aircraft for landing.

Missed Approach Standby

Frequency: 113.60 MHz
VOR “LONDON” (LON) will be the beacon
we will track in case we miss our approach
and have to go around.

Missed Approach Procedure

In case we miss our approach, the
procedure is to climb straight ahead.
When passing 1080 ft, we climb LEFT on
heading 149 to 2000 ft. When passing VOR
beacon D6.0 LON, we must climb to 3000
ft and wait for instructions from the tower.

Transition Level & Transition Altitude

The transition altitude is the altitude at or below
which the vertical position of an aircraft is
controlled by reference to altitudes (6000 ft on
chart). The transition level is the lowest flight
level available for use above the transition
altitude. Our transition level is defined “by ATC”
(Air Traffic Controller). In that case, a rule of
thumb is to add 1000 ft to the transition altitude
which give us FL070, or 7000 ft.
158
 PLANNING DESCENT
PART 8 – APPROACH & LANDING
1. We have already selected in our FMC our
Arrival runway as ILS27L and our arrival STAR
“BIG1E” and our Initial Approach Fix “CI27L”
at the beginning. Normally, we do this
before we begin our approach. See the
“FMC SETUP – WAYPOINTS” section. 3
2. On the center pedestal, go on the ILS
(Instrument Landing System) panel and tune 4
in the ILS frequency of 109.50 for EGLL
(Heathrow) Runway 27L as per the ILS chart.
2
3. Set an ILS FCRS (Front Course) of 271
(runway heading for 27L) as per the ILS
chart.
4. Set MINIMUMS on DH (Decision Height) to
200 ft
5. Set AUTOBRAKE to 3
4

159
 PLANNING DESCENT 7a
PART 8 – APPROACH & LANDING
6. We must now define VREF for our desired flap setting (reference landing speed over
the runway threshold). Luckily, the FMC (Flight Management Computer) can calculate
this speed for us. The only input we need is the aircraft’s Gross Weight (Sum of the
weights of the aircraft, fuel, crew, passengers, and cargo) when reaching EGLL
(Heathrow).
7. We will use the following formula to calculate Gross Weight @ Landing:

GW @ Landing = (Current GW) – (Current Fuel – Arrival Fuel) = 183,300 lbs

Arrival Fuel @ EGLL = 11,100 lbs (see FMC “PROGRESS” page at “EGLL - FUEL”)
Current Fuel = 12,600 lbs (see TOTAL FUEL QTY indication on overhead panel) 7a
Current Gross Weight = 184,800 lbs (see FMC “INIT/APPROACH REF” page at “GROSS WT”)
7b

7c

7c

160
 9a
PLANNING DESCENT
PART 8 – APPROACH & LANDING
8. On the MCDU keypad, enter the predicted gross weight at landing “183.3” (for
183,300 lbs) and select the LSK next to “GROSS WT” to update the VREF values. You
should see them change to lower reference airspeed values.
9. Click on the LSK next to “30° – 137KT” to copy the VREF speed for a Flaps 30 degrees
landing configuration.
10. Click on the LSK next to FLAP/SPEED to paste the calculated VREF value.

8a 8b
9b

10

161
 PLANNING DESCENT
PART 8 – APPROACH & LANDING
11. On MCP (Mode Control Panel), set Final Descent Altitude to 2000 ft. The aircraft will not start
descending yet because it hasn’t reached the T/D (Top of Descent) point.
12. Go in the LEGS page of the FMC and make sure that you have enough distance to perform your
approach at a 3 deg glide slope. You can use the following rule of thumb: 11
Required Descent Distance = (Altitude x 3)/1000 + (10 nm for deceleration)
= (24000 x 3)/1000 + 10 = 72 + 10 = 82 nm

12

Top of Descent
(T/D)

162
 Active Frequency 13b
PLANNING DESCENT
PART 8 – APPROACH & LANDING
13. You can consult the EGLL ATIS (Automatic Terminal Information
Service) system with the radio to get the altimeter setting.
a) Consult the EGLL chart and find the Heathrow ATIS
Frequency (128.075).
b) Set VHF-1 COMM ACTIVE radio frequency to the ATIS
frequency (128.075)
c) Press the L VHF button on the Audio Select Panel to
listen on the VHF-1 active frequency.
d) You should receive the ATIS automated report on the
radio for Schiphol Airport. The reported altimeter
setting is 29.65 inches of Hg.
13c
e) You can click on the TFR (Transfer) button to set the
ATIS frequency to the STANDBY frequency once you
have the information you need. You will then stop
hearing the ATIS broadcast.
14. When reaching the transition level of 7000 ft, Set altimeter
13e
setting and standby altimeter setting to 2965 (29.65 inches of
mercury) by rotating the altimeter BARO knob. Do this for the
co-pilot instruments as well.

14
TFR (Transfer)
Switch

13d

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 PLANNING DESCENT
PART 8 – APPROACH & LANDING
15. We must now set our transition level in the FMC
16. Click on the “DES” FMC page on the MCDU reach Page 3/3: ECON DES.
17. Select LSK next to the “FORECAST” menu.
18. Type “070” for FL070 (7000 ft) on the MCDU keypad and click on the LSK next to “TRANS LVL”.

17a

17b
18
16

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 DESCENT
PART 8 – APPROACH & LANDING
1. You will automatically start descending when reaching the T/D (Top of Descent) point.

NOTE: Alternatively, you can also start your descent a bit earlier in order to do a
smoother descent that will be more comfortable for passengers by using the “DES
NOW” mode. This DES NOW mode starts the plane down at a shallow 1000 FPM (feet
per minute) until it intercepts the VNAV path. Going from 0 to 1000 FPM is far less
noticeable to the passengers than quickly going from 0 to 3000 FPM is. DES NOW is also
what you would press if ATC gave you a descent clearance prior to your T/D.
1
ALTERNATIVE PROCEDURE: When you are about 5-10 nm from the Top of Descent point
(T/D), click on the “DES” FMC page on the MCDU, go on Page 3/3 ECON DES, then select
LSK next to “DES NOW” and click on the EXEC button on the MCDU.
2. When reaching FL100, set Landing Lights to ON.

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 DESCENT
PART 8 – APPROACH & LANDING
3. Before you reach the last waypoint of the STAR (BIG), the tower
should be able to clear us for open descent to 2000 ft. Once you
fly over the Deceleration Point (not visible on this aircraft), your
aircraft will start losing speed and will begin your approach.
4. Open up the LEGS page on your FMC and look for the speed
restriction at BIG. It says that we cannot fly faster than 240 kts.
5. Set autopilot speed to 240 by pressing the MCP Speed Button
5b
(Speed Intervention), then turning the knob to 240 kts. Confirm
that the altitude target is set to 2000.

1b

4
3

5b

5b
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5a
 DESCENT 7
PART 8 – APPROACH & LANDING
6. Once you are approaching the Approach Fix
CI27L, slow down to FLAPS UP
Manoeuvering speed of 207 kts (indicated
on speed tape by “F”) by setting the
autopilot MCP SPEED to 207. Commanded 6
Airspeed is shown as a purple bar. If IAS
window is blank, click on the MCP SPEED
knob to activate the Speed Intervention
functionality.
7. Set Flaps lever to 5 deg 9
8. Set MCP SPEED to the Flaps 5 Speed (167 LOC ARMED
kts), as shown on Speed Tape
9. Arm LOC (Localizer) switch. You need to be
close enough to the localizer station (about 8
25 nm) for the mode to arm.
9

6 MCP Speed Command

Flaps 5 Speed

Flaps UP Manoeuvering Speed

167
 DESCENT 12
PART 8 – APPROACH & LANDING
10. Once you are at least 25 nm from ILS approach (a bit MCP Speed Command
before Approach Fix CI27L), press the “APP” autopilot
mode to arm both LOC (Localizer) and G/S (Glide
Slope) modes.
11. Engage all three autopilot channels (CMD L, CMD C Flaps 15 Speed
and CMD R).
12. Set Flaps lever to 15 degrees
13. Once you are at 3000 ft, set MCP SPEED to the FLAPS
15 speed of 147 kts (indicated on speed tape) 13
13

10b
G/S ARMED

11

10a

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 DESCENT
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14. Set Navigation Display mode to APP (Approach) to check for ILS
localizer and glide slope. For older models of the aircraft that do not
have a modern EFIS panel (as shown), set Navigation Display mode
to ILS – EXP instead. 15
15. When LOC (Localizer) is captured, the PFD will indicate in green that LOC CAPTURED
the “LOC” autopilot mode is active. Localizer Deviation
with centerline

14b 15

15

Localizer Deviation
with centerline
14a

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 DESCENT
PART 8 – APPROACH & LANDING
16. Set HEADING knob to 271, which is the runway QDM (magnetic
heading) 17
G/S CAPTURED
17. When glide slope is captured, the PFD will indicate in green that the
“G/S” autopilot mode is active.
18. Set Navigation Display mode back to MAP
19. Once localizer (lateral guidance) and glide slope (vertical guidance)
are both captured, you can now set your autopilot altitude to the
Go-Around Altitude of 3000 .
Glide Slope Deviation
with centerline

19

16
Glide Slope Deviation
with centerline

18b

18a
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 PART 8 – APPROACH & LANDING DESCENT

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 FINAL APPROACH
PART 8 – APPROACH & LANDING
1. Once you are at 1500 ft on final approach, set landing gear down.
2. Set Flaps Lever to 30 degrees 4a
3. Arm Speed Brake
4. Set MCP SPEED to the VREF+5 speed of (126 + 5) kts (indicated on speed tape). VREF+5 Speed
In other words, set the autopilot MCP SPEED to 131.
5. When glide slope is captured, the GA (Go Around) Thrust Limit will be armed
automatically as a safety measure to potentially provide all thrust necessary if
going around is necessary (aborting landing).
1
6. This landing will be done with the Autoland (LAND3).
• When flying at 400 ft, the autopilot will switch to LAND mode in order
to set the aircraft in a proper altitude and attitude to flare properly.
• When flying at 50 ft, the autopilot will switch to FLARE mode in order VREF Speed 4b
to flare the aircraft to have a smooth touchdown.
• On touchdown, the autopilot will switch to ROLLOUT mode. This mode 1
will keep the aircraft on the runway centerline. 5

NOTE: If for some reason you decide to do a manual landing instead, a good
procedure is to disconnect the Autopilot switch and the Autothrottle switches and
follow the flight director to the runway by flying manually. You will then land the
aircraft visually. Don’t follow the flight directors to touchdown: they’re not
designed to provide accurate design past this DH (decision height).
2
6

3 ARM

172
 PART 8 – APPROACH & LANDING FINAL APPROACH

173
 LANDING
PART 8 – APPROACH & LANDING
1. When you hear an audio cue “MINIMUMS”, this means you have reached your minimal decision altitude. You are now committed to land.
2. At 20 ft, pull up slightly to reduce rate of descent
3. At 10 ft, throttle back to IDLE
4. On touchdown, push the nose into the ground to improve adherence with the runway and maximize braking (the Autobrake system will already brake for you)

174
 PART 8 – APPROACH & LANDING LANDING

175
 PART 8 – APPROACH & LANDING LANDING

176
 PART 8 – APPROACH & LANDING LANDING

177
 Thrust Reversers Disarmed & Stowed
LANDING
PART 8 – APPROACH & LANDING
5. Set the throttle at IDLE first, then press the “TOGGLE THRUST REVERSERS” binding. This
will link your throttle axis to the thrust reverser lever axis.
6. Move your throttle forward to move the thrust reverser lever AFT. This will illuminate the
REV lights and engage thrust reversers to MAX REV. Deploy thrust reversers until you
slow down enough to vacate the runway safely.
7. Once landed safely, set your throttle back to IDLE and press the “TOGGLE THRUST
REVERSERS” binding again to reset your throttle axis.
8. Retract flaps and throttle up to taxi towards parking spot.

Throttle at IDLE

No Reverse Thrust Generated

Thrust Reversers
Armed & Deployed

Throttle at IDLE

178
Reverse Thrust Generated
 PART 8 – APPROACH & LANDING LANDING

179
 PART 8 – APPROACH & LANDING LANDING

180
181