767 review cards txt.txt

+ 2%

• Min: -66 F (-54 C)
• Max: 130 F (54 C)

8400

43,100 ft

10 kts

33 kts max

• Normal CAT II & CAT III
• Headwind: 25 kts 25 kts
• Crosswind: 25 kts 15 kts
• Tailwind: 10 kts 10 kts

• Flaps up +2.5 to 1.0g
• Flaps down +2.0 to 0.0g
• With flaps 25 and 30 positive limits vary linearly from +2.0g at
• max landing weight to + 1.5g at max T/O weight

When operating above FL410

• *VMO: indicated by the maximum operation airspeed pointer on the airspeed indicator
• *MMO: 0.86 M
• VMO Winglet 340 MMO still 0.86M

• VLO/MLO & VLE/MLE:
• 270 kts / 0.82 Mach

250 kts / 0.75 Mach

• Above 10,000 ft: 290 kts / 0.78 mach(whichever is lower)
• Below 10,000 ft: 250 kts may be used

• POSITION A/C 594, 596-598 A/C 580-593
• FLAPS 1 240 250
• 5 220 230
• 15 210 210
• 20 205 210
• 25 190 180
• 30 170 170

• 409,000 lbs (580-582 & 587-595)
• 413,000 lbs (583-586 LTU)
• 352,000 lbs (594, 596-598 DELTA)

• 408,000 lbs (580-582 & 587-595)
• 412,000 lbs (583-586 LTU)
• 351,000 lbs (594, 596-598 DELTA)

• 320,000 lbs (580, 582-586 BOEING,LTU)
• 295,000 lbs (594, 596-598 DELTA)

• 288,000 lbs (580-582 & 587-595)
• 295,000 lbs (583-586 LTU)
• 278,000 lbs (594, 596-598 DELTA)

179,000 lbs (all)

9.10 psi

• 0.125 psi
• (equivalent to a Cabin alt. Of 236 ft below field press alt)

• Max Alt for unpressurized flight following an in-flight depressurization
• 14,000 ft unless higher alt required for terrain clearance.

10,000 ft

• The APU may be operated on the ground and in flight.
• APU starts are permitted up to the maximum certified altitude for the airplane.

On the ground, three consecutive start attempts then a 60 minute cooling period

No, but may be used to fly an approach

• 1. LMP status indicator LAND 2 or LAND 3
• 2. Autopilot control wheel and throttle mounted autothrottle disconnect switches must be fully operative
• 3. Autopilot operation requirements for LAND 2 or LAND 3 are satisfied

Yes

No

• T / O: 200 ft AGL
• ILS coupled (other than autoland)
• IFR: 50 ft below DH
• VFR: 50 ft
• Non-precision: 50 below MDA
• Autolandings: Touchdown and Rollout

The autothrottle is certified for use during all phases of flight

Must be used below 18,000 ft

No, do not use the center VHF radio for ATC communications with ACARS operational

• ACARS is limited to the transmission and receipt of messages, which will not create an unsafe condition if the message is improperly received, such as the following conditions:
• The message or parts of the message are delayed or not received, the message is delivered to the wrong recipient, or the message content may be frequently corrupted.

• Max and Min limits are RED
• Cautionary limits are AMBER
• (the engine limit display markings on EICAS must be used to determine the compliance with the maximum and minimum limits and precautionary ranges)

• PW 16 qts or 22 qts for ETOPS flights
• GE 17 qts All Ops

All ops: 0.5 qts per hour

• Max 177 C ( A/C 580-593) (BOEING/LTU)
• (163 C to 177 C for 20 minutes)
• 175 C (A/C 594,596-598) (DELTA)
• (160 C to 175 C for 15 minutes)
• Min 50 C before advancing power for T/O

• 70 psi (A/C 580-593) (BOEING/LTU)
• 10 psi (594, 596-598) (DELTA)

T/O, LDG and all operations in icing or severe turbulence

• Continuous for 5 minutes
• Cool for 30 seconds per minute of operation
• After 2 consecutive 5 minute cycles
• 10 minutes cool prior to each subsequent cycle

• 0 to 5 min on let N2 run down to 5% before reengaging the starter
• 5 to 10 min on followed by a 10 min cooling period
• 10 to 15 min max on - followed by a 15 min cooling period

During T/O

20% N2

• Do not operate in flight
• Power back maneuvers are prohibited

• N1: 111.4% (RED) PW 4060 A/C 580-593
• 117.0% (RED) GE CF6-80A2 A/C 594,596-598
• N2: 105.5% (RED) PW 4060 A/C 580-593
• 110.5% (RED) GE CF6-80A2 A/C 594,596-598

• 535 C on ground A/C 580-593
• 650 C in flight A/C 580-593

• 750 C UNLIMITED A/C 594, 596-598
• 870 C MAX 40 SECS A/C 594, 596-598
• NOTE
• with Loss of All Engines procedure only, in-flight EGT start limit is the Takeoff EGT limit (650 C 5 min)
• with In-flight Re-start (one-engine), normal ground start EGT start limits apply

• 650 C (5 minutes)PW 4060 A/C 580-593
• 940 C (5 minutes)GE CF6-80A2 A/C 594, 596-598

• max cont 625 C A/C 580-593
• 895 C A/C 594, 596-598
• Overtemp N/A
• NOTE
• Report all overtemps in the logbook, stating peak value reached and time above limit.
• Maintenance will determine action required

• Respond to the EICAS STATUS CUE by checking for the following status level messages: R ENG FUEL FILT and/or L ENG FUEL FILT
• If more than one of these impending fuel filter bypass messages is displayed,
• airplane fuel system contamination may be present,
• which can result in eratic engine operation and engine flameout.
• If other status level messages are displayed, the flight crew may deal with them
• in accordance with the appropriate procedure.

Compliance with MEL will ensure adequate cargo fire protection

20,000 ft

Do not land with speed brake deployed

FMS is approved for area navigation, including In the terminal area.*With a single operational FMC, during VOR approaches, one pilot must have raw data from the VOR associated with the approach displayed in the RDMI, RMI or HSI in the VOR mode no later than final approach fix

Only GPS approaches in the NAV data base may be used. R-NAV (FMS) approaches that are pilot constructed are not authorized. While pilot constructed R-NAV approaches are not authorized, the HSI MAP display may be monitored for general orientation as long as the approach is flown using raw data.

No, the associated tanks must be defueled

An operational check of the valve must be performed during the last hour of cruise flight on each ETOPS flight. If the valve is unsatisfactory the valve must be replaced prior to the next flight.

Max allowable fuel imbalance between the left and right main tanks for all operations 2,500 lbs when total main tank fuel is 48,000 lbs or less, with a linear reduction to 1,500 lbs when total main tank fuel is 79,800 lbs and is 1,500 lbs when total fuel exceeds 79,800 lbs

• 22,050 lbs may be loaded in the center tank with less than full wing tanks.
• With fuel jettison operative, a minimum of 10,300 lbs must be in each tank.
• NOTE
• alternate fuel loading may be accomplished provided that the weight of center tank fuel plus actual ZFW does not exced Max ZFW and balance limits are observed.

• FUEL USAGE I (no center tank fuel)
• Use tank to engine fuel feed, all main tanks boost pumps on, crossfeed closed
• FUEL USAGE II (Fuel in center tank)
• Use center tank fuel, all boost pumps on, crossfeed closed until center fuel depleted then use Fuel Usage I.
• Intentionally running center fuel dry prohibited.
• Minimum 5,000 lbs. in center tank when entry doors closed if using center pumps for T/O.

• *Max tank fuel temp Jet A/A-1 49 C (120 F)
• JP-4 or Jet B 43C (110 F)
• *fuel temp must be maintained at least 3 C above the freezing point for the fuel being used. (Jet A is -40 C & Jet A-1 is -47 C)

3 C (5 F) above the freeze point

No

RF not displayed on EICAS

• Icing conditions exist when OAT is 10 C (50 F) or below and:
• Visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals)or when operating on ramps, taxiways, or runway surface snow, ice, standing water, slush may be ingested by the engines or freeze on the engines, nacelles or engine sensors

Engine anti-ice use must be on during all ground operations and flight operations when icing conditions exists or are anticipated, except during climb and cruise when the temperature is below -40 deg Sat. Engine anti-ice must be on prior to and during descent in icing conditons, including temperatures below -40 deg C

Window heat switches must be ON for both the FWD and SIDE windows during all normal operations

With the parking brake on, the brake wear indicator pins must protrude beyond flush with the bracket

195 kts

When operation is scheduled with certain secondary airframe and engine parts missing, the airplane must be operated in accordance with the basic airplane limitations, and as amended by the CDL

Main door emergency evacuation slide systems must be armed and engagement of each girt bar with the sill fitting verified prior to taxi, takeoff, and landing whenever passengers are carried

An operational check of the Flight Deck Access System must be accomplished according to approved procedures once each flight day

The Integrated Standby Flight Display must be initialized in accordance with approved procedures.

73 North latitude or 60 south latitude where navigation aids are referenced to magnetic north

APU FIRE HANDLE PULL and ROTATE

• O2 Masks / Regs / Interphone.....ON/100%/MASK
• Check Cabin Altitude and Rate. If Unable to control Initiate Emergency Descent procedure
• Passenger Oxygen Switch..........Press /Illuminated

• Engine Start Selector...................FLT
• Throttles(both) ...........................CLOSE
• Fuel Control Switches(both)....... Cutoff, then run

Stab trim cutout switches/levers ......... CUTOUT

• O2 Masks / Regs / Interphone.......... On/100%/MASK
• Smoke Goggles .............................. ON

Fuel Control Switch.............CutOff

• Sea Level 40' Between Captain and FO
• 5000' 45' Between Captain and FO
• 10000' 50' Between Captain and FO
• Max Difference from Field Elevation: 75'