767
FAA APPROVED
AIRPLANE FLIGHT MANUAL
This document has EAR data with Export Control Classification Numbers (ECCN) of 9E991.
Export of this technology is controlled under the United States Export Administration Regulations (EAR) (15 CFR 730-774).
An export license may be required before it is used for development, production or use by foreign persons from specific
countries. The controller of this data has the individual responsibility to abide by all export laws.
BOEING PROPRIETARY
Copyright © 1982-2010 The Boeing Company
All Rights Reserved.
Boeing claims copyright in each page of this document only to the extent that the page contains copyrightable subject
matter. Boeing also claims copyright in the document as a compilation and/or collective work.
This document includes proprietary information owned by The Boeing Company and/or one or more third parties.
Treatment of the document and the information it contains is governed by contract with Boeing. For more information
contact The Boeing Company, P.O. Box 3707, Seattle, Washington 98124.
D6T11321
BOEING COMMERCIAL AIRPLANE GROUP, SEATTLE, WASHINGTON, U.S.A.
FAA APPROVED 08-25-10
D6T11321
Code
Title
0000
Page 1
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 229456 in the code
column for the Revision Approval page.
Date 02-28-23
Engineering Unit Member,
Regulatory Administration,
Boeing Commercial Airplanes
D6T11321
Reference 229456
Revision Approval
Page 1
Units KG/C
Log of Pages
The following pages comprise the manual for Boeing airplane serial
numbers listed on the Airplane Serial Number & Appendix Effectivity
Page.
Revision 0
Date 02-28-23
Page
Title
Code
Date
1
0000
08-25-10
Revision Approval
1
229456 02-28-23
Log of Pages
1
2
3
4
3TNF
3TNF
3TNF
3TNF
02-28-23
02-28-23
02-28-23
02-28-23
ASN & App. Effectivity
1
3TNF
02-28-23
Page Code
Section 1
Date
(Cont'd)
Page Code
Section 3.1
4 3GLF
5 0000
6 0000
7 00AM
8 0004
8A 0000
9 0600
10 0200
11 0001
11A 3GLF
12 0103
12A 0000
13 0PAF
13A 0PAF
14 STG4
15 0RAS
16 000F
04-28-22
04-22-83
11-05-04
07-15-02
04-17-17
05-17-17
05-07-91
06-13-11
11-20-13
11-01-22
08-12-21
12-17-04
09-18-03
12-07-99
08-19-13
08-31-15
05-28-20
1 PEGA
2 0004
3 0000
4 0000
4A 0000
5 0001
6 0000
7 030F
8 03ER
9 0300
10 0302
11 0000
12 0001
13 0001
13A 0001
14 FANS
14A FANS
14B PEG2
14C PEG2
14D PEG2
14E PEG2
14F 3GLF
15 0001
16 0001
17 0000
Appendix Applicability
Section 2
A 3TNF
02-28-23
Contents
1
2
3
4
316F
0GMF
0000
0000
08-16-21
09-18-03
09-30-82
02-24-83
Section 1
1
2
3
3GLF
0000
0005
04-28-22
04-22-83
12-07-99
1 0PAF
2 0000
3 0GMF
4 0GMF
5 0600
5A 0000
6 0PAF
7 0PAF
8 03ER
10-11-95
05-12-05
08-22-03
03-18-02
05-12-05
02-02-98
09-18-03
12-07-99
06-30-87
Section 3
1
0000
09-30-82
* = Revised Pages
FAA Approved 02-28-23
D6T11321.3TNF
Date
05-22-19
07-31-00
03-20-97
01-20-15
10-10-18
01-23-19
11-30-90
10-27-95
06-30-87
02-29-96
11-12-03
11-18-85
11-18-85
05-04-18
05-04-18
09-15-16
09-15-16
03-19-19
03-19-19
03-19-19
03-19-19
11-01-22
03-31-20
12-12-96
06-11-21
Section 3.2
1 0002
2 03ER
3 0000
4 0PAF
4A 0000
06-19-20
02-19-88
06-17-86
08-18-16
05-11-01
Page 1
Continued
Revision 0
Log of Pages
Page Code
Section 3.2
Date
(Cont'd)
Page Code
Section 4.1
Date
(Cont'd)
5 00AL
6 0000
7 0000
8 0001
9 0000
9A 000F
04-28-22
08-08-89
09-13-90
12-12-96
02-26-08
05-28-20
24 30AB
24A 30AC
25 0000
26 70AM
27 70AM
28 30AA
04-14-88
07-05-05
10-30-86
04-14-88
04-14-88
03-31-93
Section 4
Page Code
Section 4.3
17
18
19
20
21
22
23
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
Date
(Cont'd)
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
Section 4.2
Section 4.4
1
4000
02-24-83
Section 4.1
1 0003
2 0301
3 0001
3A 0000
4 0000
5 0001
6 0000
7 0000
8 0002
9 0300
10 0000
11 0000
12 0000
13 0000
14 0300
15 0000
16 0000
17 0000
18 0000
19
19A 0101
20 0000
21 3AAM
22 0001
23 00AA
23A 10AC
11-25-03
08-24-99
05-20-87
02-29-96
09-30-82
05-20-87
03-14-06
09-09-83
09-06-96
10-30-86
10-01-85
09-30-82
11-06-01
10-01-85
10-30-86
09-30-82
09-30-82
09-30-82
09-30-82
DELETED
08-05-02
10-30-86
11-20-00
12-20-02
10-30-86
12-20-02
1 3GLF
2 0F00
3 0F00
4 3F00
4A 3F00
5 3F00
5A 3F00
6 3F00
6A 3F00
7 0600
8 4B6F
04-28-22
03-28-89
03-28-89
03-28-89
03-28-89
03-28-89
03-28-89
03-28-89
03-28-89
03-30-88
08-19-13
Section 4.3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
0301
0100
0101
0001
4AAM
4AAM
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
4AAN
02-19-88
09-30-82
02-19-88
02-19-88
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
* = Revised Pages
FAA Approved 02-28-23
D6T11321.3TNF
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
0302
0102
7AAN
7AAN
7AAN
7AAN
7AAN
7AAN
7AAM
7AAM
7AAM
7AAM
7AAM
7AAM
02-19-88
07-22-96
DELETED
DELETED
DELETED
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
07-22-93
07-22-93
07-22-93
07-22-93
07-22-93
07-22-93
Section 4.5
1
2
3
4
5
6
7
8
9
0300
0101
7AAM
7AAM
7AAM
7AAM
7AAM
10-30-86
05-20-87
DELETED
DELETED
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
Page 2
Continued
Revision 0
Page Code
Section 4.5
10
7AAM
Log of Pages
Date
(Cont'd)
12-05-89
Section 4.6
1
2
3
4
0001
0100
7AAM
7AAM
02-07-95
09-30-82
12-05-89
07-11-97
Section 4.7
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
0301
0102
0100
0101
0001
0100
7AAM
7AAM
7AAM
7FAN
7FAN
7FAN
7AAM
7AAM
70AM
06-30-87
05-10-96
09-30-82
02-19-88
02-19-88
09-30-82
DELETED
DELETED
12-05-89
12-05-89
12-05-89
06-21-94
06-21-94
06-21-94
12-05-89
12-05-89
04-14-88
Section 4.8
1
2
3
0000
0302
0301
09-30-82
02-19-88
11-18-87
Section 4.9
1
2
0001
0302
08-29-85
02-19-88
Page Code
Section 4.9
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
0100
0100
0000
0100
0000
0101
0102
0101
0000
0101
0101
0100
0102
0100
0101
0100
0100
0100
0100
0100
0100
7AAM
7AAM
7AAM
7AAM
7AAM
7AAM
4AAM
4AAM
7AAM
4AAN
7AAM
7AAM
7AAM
7AAM
Date
(Cont'd)
09-30-82
09-30-82
10-30-86
09-30-82
10-30-86
08-29-85
05-20-87
08-29-85
09-30-82
02-19-88
10-18-88
09-30-82
02-19-88
04-22-83
02-19-88
09-30-82
09-30-82
09-30-82
09-30-82
09-30-82
09-30-82
DELETED
DELETED
DELETED
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
06-03-05
06-03-05
DELETED
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
* = Revised Pages
FAA Approved 02-28-23
D6T11321.3TNF
Page Code
Section 4.9
42
43
44
45
46
47
7AAM
7AAM
7AAM
4AAM
0AAA
3000
Date
(Cont'd)
12-05-89
12-05-89
02-02-94
12-05-89
02-02-94
06-30-87
Section 4.10
1
2
3
4
5
6
7
8
9
10
11
12
13
0301
0301
0300
0100
0101
7AAN
7AAN
7AAN
4AAN
4AAN
4AAN
4AAM
02-19-88
06-30-87
10-30-86
09-30-82
02-19-88
DELETED
12-05-89
12-05-89
07-22-93
12-05-89
12-05-89
12-05-89
12-05-89
Section 4.11
1
2
3
4
5
6
7
8
0000
0100
3AAA
3AAA
3AAA
3AAA
3AAA
3000
09-30-82
09-30-82
02-02-94
02-02-94
02-02-94
02-02-94
02-02-94
05-25-88
Section 4.12
1
2
3
0010
0100
07-18-03
07-08-03
DELETED
Page 3
Continued
Revision 0
Page Code
Section 4.12
4
5
6
7
8
9
7FAP
7AAM
7AAM
7FAP
Log of Pages
Date
(Cont'd)
Page
Code
Date
Page
Code
Date
10-01-03
10-01-03
10-01-03
DELETED
DELETED
10-01-03
Section 4.13
1 3TNF
2 0102
3 0100
3A BTMS
4 70AM
5 7AAN
6 4AAN
7 7AAN
8 4AAN
9 7AAN
10 7AAN
11
11A 4003
02-28-23
11-07-00
12-02-83
08-23-96
04-14-88
12-05-89
12-05-89
07-22-93
12-05-89
04-14-88
12-17-04
DELETED
09-26-96
* = Revised Pages
FAA Approved 02-28-23
D6T11321.3TNF
Page 4
Last Page
ASN & Appendix
Effectivity
AIRPLANE SERIAL NUMBER EFFECTIVITY
(Model 767-300F)
The Airplane Flight Manual (AFM) containing this page is applicable
to the following airplane serial number:
67788
APPENDIX EFFECTIVITY
The following appendices are applicable to the Airplane Flight
Manual (AFM) containing this page. See the Appendix Applicability
page for use of these appendices:
13C, 29, 36K, 43K, 53, 68, 82A, 83A, CDL
PERFORMANCE SOFTWARE SERIAL NUMBER(S)
D6T11321.F01.G002
( )
FAA APPROVED 02-28-23
D6T11321.3TNF
Page 1
A P P E N D I X
A P P L I C A B I L I T Y
APPENDIX
MAY BE USED WITH
13C
Example Problems
29
Operation at Reduced
Takeoff Thrust
(CF6-80C2B6F)
36K, 43K, 53, 68
36K
Landing Gear Extended (CF680C2B6/B6F)
29, 68
43K
Operation at 10% and 20%
Derated Takeoff Thrust
CF6-80C2B6F Engines
29, 68
53
10-Minute Takeoff Thrust
767-300, CF6-80C2B6F Engines
29, 68
68
Operation with Category D
Brakes, 767-300 with
CF6-80C2 Series Engines
29, 36K, 43K, 53
82A
Airplane Flight Manual
Digital Performance Information
(AFM-DPI) 767-300 with
CF6-80C2B6F Engines
83A
83A
Landing Gear Extended Using
Airplane Flight Manual
Digital Performance Information
(AFM-DPI) 767-300 with
CF6-80C2B6F Engines
82A
CDL
Configuration Deviation
List
All operations
FAA APPROVED
D6T11321
Code
3TNF
Appendix Applicability Page A
TABLE OF CONTENTS
S E C T I O N
1
-
C E R T I F I C A T E
L I M I T A T I O N S
Weight Limitations ................................................. 1
Performance Operating Weights .................................. 2
Performance Configuration.......................................... 3
Operational Limits ................................................. 3
CENTER OF GRAVITY LIMITS........................................... 4
Certification Status............................................... 5
Kind of Airplane Operation......................................... 5
Flight Maneuvering Load Acceleration Limits........................ 5
Flight Crew ........................................................ 5
Maximum Operating Limit Speed (Vmo/Mmo)............................ 6
MAXIMUM AIRSPEED LIMITS............................................ 7
Fuel System ........................................................ 8
Fuel Loading ................................................... 8
Lateral Fuel Imbalance ......................................... 8
Fuel Usage I ................................................... 8
Fuel Usage II .................................................. 8
Fuel Pump ...................................................... 8A
Center Tank Fuel Pumps ......................................... 8A
Fuel Jettison System ............................................... 8A
Engines ............................................................ 9
Engine Thrust .................................................. 9
Engine RPM ..................................................... 9
Engine EGT ..................................................... 9
Engine Limit Display Markings .................................. 9
Engine Indication and Crew Alerting System (EICAS) ............. 9
Engine Fuel System ............................................ 10
Engine Ignition ............................................... 10
Engine Oil System ............................................. 10
Reverse Thrust ................................................ 10
Operation in Icing Conditions..................................... 11
Engine Anti-Ice System ........................................ 11
Air Traffic Control Data Link ..................................... 11A
Cabin Pressurization.............................................. 12
Autopilot - Flight Director....................................... 12
VHF Radio Voice Communications.................................... 12
Aircraft Communications Addressing & Reporting System(ACARS) ...... 12
Flight Controls................................................... 12A
Flight Management Computer System (FMCS) ......................... 13
Flap Operation.................................................... 13
Flight Deck Occupancy............................................. 13
Noise Characteristics............................................. 14
Configuration Deviation List (CDL)................................ 14
HF Radio Communications........................................... 14
Flight Deck Security Door......................................... 14
Ground Proximity Warning System................................... 15
Extended Range Operations......................................... 16
Inertial Reference System (IRS)................................... 16
Cabin Temperature Hot ............................................. 16
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED
D6T11321
Code
316F
Contents
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
TABLE OF CONTENTS
S E C T I O N
2
-
E M E R G E N C Y
P R O C E D U R E S
Emergency Procedures. . . . . . . . . . . . . . . . . . . . . .
Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Fire, Severe Engine Damage, or Separation . . . . . .
APU Fire . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Fire (FWD or AFT) . . . . . . . . . . . . . . . . . .
Cargo Fire (MAIN) . . . . . . . . . . . . . . . . . . . . .
Electrical Smoke or Fire . . . . . . . . . . . . . . . . . .
Wheel Well Fire. . . . . . . . . . . . . . . . . . . . . . .
Smoke Removal (Cockpit or cabin source). . . . . . . . . . .
Dual Engine Failure . . . . . . . . . . . . . . . . . . . . . .
AC Bus(es) Off. . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Altitude Warning or Rapid Depressurization. . . . . . . .
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . .
Ditching. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Occupant Evacuation . . . . . . . . . . . . . . . . . . . . . .
Autopilot Elevator Malfunction. . . . . . . . . . . . . . . . .
FAA APPROVED 09-18-03
D6T11321
Code
0GMF
Contents
1
1
2
2
3
3
4
4
4
5
5A
6
6
7
7
8
Page 2
S18675
S18676
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 1 - CERTIFICATE LIMITATIONS
Observance of the limitations contained in
Section 1 of this manual is required by law.
W E I G H T
L I M I T A T I O N S
MAXIMUM WEIGHTS
Airplane Serial
Numbers
Taxi
Takeoff
Landing
Zero Fuel
All airplanes
listed in this
manual
413,000 lb
412,000 lb 326,000 lb
309,000 lb
187,333 kg
186,880 kg 147,871 kg
140,160 kg
Center Notes
of
Gravity
Limits
Page
4
The Maximum Weight Limits may be less as limited by center of
gravity. Refer to the applicable Weight and Balance Manual
for additional specific airplane loading limitations.
MINIMUM WEIGHTS
Minimum Inflight Weight................................177,300 lb
80,422 kg
The Minimum Inflight Weight does not include usable fuel.
FAA APPROVED 04-28-22
D6T11321
Code
3GLF
Section 1
Page 1
S18736
V16068
BOEING
AIRPLANE FLIGHT MANUAL
CENTER OF GRAVITY LIMITS
767-300F
FAA APPROVED 04-28-22
D6T11321
Code
3GLF
Section 1
Page 4
S19063
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
M A X I M U M
O P E R A T I N G
L I M I T
S P E E D
(VMO/MMO)
The maximum operating limit speed shall not be deliberately exceeded
in any regime of flight.
NOTES:
1. All airspeed markings and placards in the airplane are
shown as indicated (IAS) values, and are not corrected for
instrument error. VMO is indicated by the limit speed hand
on the airspeed indicator.
2. VA is defined as the speed above which maneuvers
involving full application of rudder, ailerons or elevator,
or maneuvers involving angles of attack near stall, should
be avoided.
FAA APPROVED 11-05-04
D6T11321
Code
0000
Section 1
Page 6
ÉËÊ Ì Í Î Ï Ð ÑÓÒ ÔÖÕ × Ø ÙÛÚ Ü Ý Þ ß à
b
¡
¢
c
d
!
e
f
g
"
h
i
j
ý
þ
#
k
l
¤
¥
¦
§
¨
3412
Î
Ï
Ð
Ñ
Ò
Ó
Ô
Õ
Ö
×
Ø
Ù
Ú
n
©
p
¾
¿
«
¼
q
'
(
)
*
+
r
¬
µ
¶
Ä
·
¸
Ç
È
É
¹
º
Ê
Ë
Ì
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
®
¯
°
À
Á
Ü
­
½
´
Û
&
o
ª
»
²
Í
£
³
?@ A
%
m
±
D
BC
$
Â
Ã
Å
Æ
è
é
ê
ë
ì
í
î
ï
ð
ñ
ò
ó
ô
õ
ö
÷
ø
ù
ú
û
ü
! " # $ % & ' ( ) * + ,- . / 0 12 3 4 5 6 7 8
9 : ; < = > ? @ A B C D E F G HI J K L MN O P Q R S T
UV W X YZ[ \ ]^ _ `a b c d e f g h
i j k l m n o p q r st u
v w x yz{ | }~
¡ ¢ £ ¤ ¥ ¦ § ¨
© À Á ª « ¬ ­ ® ¯ ° ± ² ³´ µ
¶ Âà · ¸ ¹º» ¼ ½¾ ¿
s
t
u
v
w
x
y
z
{
|
}
~
/0-. > =
+, 9;<:
78
56
ÿ
kjgh i
de f
cab
_`
]^
,
LM
`
H
PQNO \
/
0
1
2
3
4
5
6
G
Z[Y
&' % LMK WX V
#$ IJ
"! EFG H R STU
.
a
IJK
DEF
)*(
-
N
>?@ABC
789:;<=
ÄÅ
O
ì í îðï ñ ò ó ô õ ö ÷
Æ ÇÈ
P
Q
R
S
T
U
V
W
X
Y
Z
[
\
]
^
_
07-15-02
ø ù úÖû ü ý þ ÿ
á â ã äËå æ ç
èéêë
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
F U E L
S Y S T E M
FUEL LOADING
The maximum allowable fuel weight in either the left or right main tank and
in the center tank depends on the Fuel Quantity Processor Unit (FQPU) part
number installed in the airplane. The maximum weights allowed are listed in
the table below.
L or R Main Tanks
43,097 lb.
19,548 kg.
42,671 lb.
19,355 kg.
42,671 lb.
19,355 kg.
Center Tank
85,200 lb.
38,646 kg.
84,490 lb.
38,324 kg.
84,916 lb.
38,517 kg.
FQPU Part #
S345T002 (all)
S345N001-032,-033
S345N001-036
Load main tanks equally. If main tanks are full and more fuel is required,
load the center tank.# (Filling of tanks may be done in any sequence.)
#
22,050 pounds (10,000 kilograms) of fuel may be loaded in the center
tank with less than full wing tanks (with fuel jettison system
installed and activated no less than 10,300 pounds (4,672 kilograms) of
fuel must be in the wing tanks), provided the weight of fuel in the
center tank plus actual Zero Fuel Weight does not exceed Maximum Zero
Fuel Weight, and balance limits are observed. Fuel must be used in
accordance with FUEL USAGE II.
LATERAL FUEL IMBALANCE
The maximum allowable fuel imbalance between the left and right main tanks
for all operations is 2,500 pounds (1134 kilograms) when total main tank
fuel is 48,000 pounds (21,772 kilograms) or less, with a linear reduction
to 1,500 pounds (680 kilograms) when total main tank fuel is 79,800 pounds
(36,197 kilograms), and is 1,500 pounds (680 kilograms) when total main
tank fuel exceeds 79,800 pounds (36,197 kilograms).
FUEL USAGE I (No center tank fuel)
Use tank-to-engine fuel feed for takeoff and landing with all operable main
tank boost pumps on and the crossfeed valve(s) closed**.
FUEL USAGE II (Fuel in center tank)
Use center tank fuel for all operations with all operable boost pumps on
and the crossfeed valve(s) closed** until center tank fuel is depleted,
then use FUEL USAGE I.
Intentional dry running of a center tank fuel pump (CTR L FUEL PUMP or CTR
R FUEL PUMP message displayed on EICAS) is prohibited.
** The crossfeed valve(s) is(are) open for minimum fuel operation, and may
be opened to correct fuel imbalance.
FAA APPROVED 04-17-17
D6T11321
Code
0004
Section 1
Page 8
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
F U E L
S Y S T E M (continued)
The following is required per AD 2009-16-06:
FUEL PUMP
Do not reset a tripped fuel pump or fuel pump control circuit breaker.
CENTER TANK FUEL PUMPS
Procedures contained on this page are applicable to airplanes equipped
with the automatic center tank fuel pump power removal system per Boeing
Service Bulletin 767-28A0083 or production equivalent.
Center tank fuel pump switches must not be “ON” unless personnel are
available in the flight deck to monitor low PRESS lights.
For ground operations prior to engine start:
The center tank fuel pump switches must not be positioned ON unless
the center tank contains usable fuel. With center tank fuel pump
switches ON, verify both center tank fuel pump low PRESS lights are
illuminated and EICAS CTR L FUEL PUMP and CTR R FUEL PUMP messages
are displayed.
For ground operations after engine start and flight operations:
The center tank fuel pump switch must be selected OFF when the
respective CTR L FUEL PUMP or CTR R FUEL PUMP message displays.
Both center tank fuel pump switches must be selected OFF when either
the CTR L FUEL PUMP or CTR R FUEL PUMP message displays if the
center tank is empty. During cruise flight, both center tank pump
switches may be reselected ON whenever center tank usable fuel is
indicated.
Intentional dry running of a center tank fuel pump (CTR L FUEL PUMP or CTR
R FUEL PUMP message displayed on EICAS) is prohibited.
DE-FUELING AND FUEL TRANSFER
When transferring fuel or de-fueling center or main wing tanks, the fuel
pump low PRESS lights must be monitored and the respective fuel pump
switches positioned to “OFF” at the first indication of low pressure.
Prior to transferring fuel or de-fueling, conduct a lamp test of the
respective fuel pump low PRESS lights.
F U E L
J E T T I S O N
S Y S T E M (If Installed and Activated)
Do not jettison fuel with flap positions at 25 or 30 unless
Boeing Service Bulletin 767-28-0025, 767-28-0027, 767-28-0038, or
production equivalent has been incorporated.
FAA APPROVED 05-17-17
D6T11321
Code
0000
Section 1
Page 8A
S19293
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
E N G I N E S
(Continued)
ENGINE FUEL SYSTEM
The following fuels and mixtures thereof are approved for use:
Jet A and Jet A-1 as specified in ASTM D 1655
JP-4 as specified in MIL-DTL-5624 [1][2][3]
Jet B as specified in ASTM D 6615 [1][2][3]
JP-5 as specified in MIL-DTL-5624
JP-8 as specified in MIL-DTL-83133
Fuels produced to other specifications and having properties meeting the
requirements of the above specifications are acceptable for use.
Any other fuel conforming to GE Specification No. D50TF2 is acceptable
provided that the limitations and requirements specified in GE
Specification No. D50TF2 and this AFM are met.
Approved fuel additives are defined in ASTM D 1655, ASTM D 6615, MILDTL-5624, MIL-DTL-83133 and GE Specification No. D50TF2.
In-flight tank fuel temperature must be maintained at least 3 degrees
C above the fuel freezing point of the fuel being used. The use of
Fuel System Icing Inhibitor additives does not change the minimum fuel
tank temperature limit.
The maximum tank fuel temperature is 49 deg C (120 deg F) except when
using JP-4 or Jet B the maximum is 43 deg C (110 deg F).
Notes:
[1] The use of JP-4 as specified in MIL-DTL-5624, Jet B as specified
in ASTM D 6615 or any other wide cut fuel is prohibited upon
installation of a center tank override/jettison pumping unit via
Boeing Service Bulletin 767-28-0052, or production equivalent.
[2] The use of JP-4 as specified in MIL-DTL-5624, Jet B as specified in
ASTM D 6615 or any other wide cut fuel is prohibited in the center tank
upon installation of center tank override/jettison pumping unit part
number S343T002-29 or center tank override/jettison pumping unit part
number S343T002-37.
[3] The use of JP-4 and Jet B fuels is prohibited in revenue operations.
ENGINE IGNITION
On for takeoff and landing.
ENGINE OIL SYSTEM
Minimum oil pressure is 10 psi.
Maximum oil temperature for continuous operation is 160 deg C, and for
a maximum period of 15 minutes is 175 deg C.
REVERSE THRUST
Use for ground operation only. Intentional selection of reverse
thrust in flight is prohibited.
Code
0200
FAA APPROVED 06-13-11
D6T11321
Section 1
Page 10
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
O P E R A T I O N
I N
I C I N G
C O N D I T I O N S (80C2)
ENGINE ANTI-ICE SYSTEM
The engine anti-ice must be ON during all ground and flight operations when
icing conditions exist or are anticipated, except when the temperature is
below -40°C SAT.
NOTE: Do not rely on airframe visual icing cues or advisory ice
detector, if installed, to turn engine anti-ice on. Use the
temperature and visual moisture criteria specified in this section.
Delaying the use of engine anti-ice until ice buildup is visible from
the cockpit may result in severe engine damage and/or flameout.
Icing conditions exist when the OAT on the ground and for takeoff, or TAT
in flight is 10°C 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).
Icing conditions also exist when the OAT on the ground and for takeoff is
10°C or below when operating on ramps, taxiways, or runways where surface
snow, ice, standing water, or slush may be ingested by the engines or
freeze on engines, nacelles, or engine sensor probes.
PRIMARY ICE DETECTION AND ACTIVATION SYSTEM (if installed)
The engine anti-ice selector must be in the ON position during all ground
operations when icing conditions exist or are anticipated. In flight,
unless the AUTO position is selected, the engine anti-ice selector must be
in the ON position when icing conditions exist or are anticipated.
OPERATION IN ICE CRYSTAL ICING CONDITIONS
Engine anti-ice must be ON when ice crystal icing conditions exist, even
when the temperature is below -40 degrees C OAT. For flight in ice crystal
icing conditions, the primary ice detection system (if installed) engine
anti-ice switches should be in the ON position during flight. The primary
ice detection system does not respond to ice crystals. Do not use anti-ice
if OAT or TAT exceeds 10 degrees C (50 degrees F).
NOTE: Ice crystal conditions exist when in visible moisture and one or more
of the following indications are present:
Amber or red weather radar returns below the airplane
Appearance of liquid water on the windshield at temperatures too cold
for rain (the sound is different than rain)
The autothrottle is unable to maintain the selected airspeed
TAT indication on EICAS stays near 0 degrees C.
Note: Erroneous TAT indication may occur as a result of ice
crystals blocking the sensor. The erroneous indication may last
from one minute to more than 20 minutes. TAT normally should
increase approximately 2 degrees Celsius per 1000 ft of descent.
When the conditions described above no longer exist, use engine anti-ice
normally.
FAA APPROVED 11-20-13
D6T11321
Code
0001
Section 1
Page 11
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
A I R
T R A F F I C
C O N T R O L
D A T A
L I N K
This Protected Mode - Controller Pilot Datalink Communication
(PM-CPDLC) system, as defined in the Normal Procedures Section of
this manual, is limited to providing a supplementary means of
communication; voice must remain the primary means of
communication. This PM-CPDLC system must only be used for routine
datalink exchanges during cruise flight.
Installation does not, by itself, constitute operational approval
where such approval is required.
FAA APPROVED 11-01-22
D6T11321
Code
3GLF
Section 1
Page 11A
CERTIFICATE LIMITATIONS
C A B I N
P R E S S U R I Z A T I O N
Maximum cabin pressure differential is 9.10 psi.
Maximum allowable cabin pressure differential for takeoff and landing is 236 feet
below airport pressure altitude (.125 psi).
A U T O P I L O T
-
F L I G H T
D I R E C T O R
On takeoff, do not engage CWS (if installed) or CMD mode below 200
feet AGL.
Maximum allowable wind speeds when landing weather minima are predicated on
autoland operations:
Headwind - 25 knots
Tailwind - 15 knots
Crosswind - 25 knots.
Use of aileron trim with the autopilot engaged is prohibited.
V H F
R A D I O
V O I C E
C O M M U N I C A T I O N S
Do not use the center VHF for ATC communications with ACARS
operational.
A I R C R A F T
C O M M U N I C A T I O N S
R T I N G
S Y S T E M (A C A R S)
(if installed)
A D D R E S S I N G
&
R E P O
The 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:
a) the message or parts of the message are delayed or not received,
b) the message is delivered to the wrong recipient, or
c) the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal Information Service,
Oceanic Clearances, Weight and Balance and Takeoff Data messages can be
transmitted and received over ACARS if they are verified per approved operational
procedures.
FAA APPROVED
D6T11321
Code
0103
Section 1
Page 12
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
F L I G H T
C O N T R O L S
Avoid rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw (e.g. large
side slip angles) as they may result in structural failure at any
speed, including below VA.
FAA APPROVED 12-17-04
D6T11321
Code
0000
Section 1
Page 12A
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
F L I G H T
(F M C S)
M A N A G E M E N T
C O M P U T E R
S Y S T E M
With a single operational FMC, during VOR approaches, one pilot must
have raw data from the VOR associated with the approach displayed on
the RDMI, RMI or HSI in the VOR mode, no later than the final
approach fix.
The following paragraph is applicable to airplanes that have the Air
Traffic Services option activated:
ATC clearance data received through the FMC which can only be viewed
on the cockpit printer must be independently verified with the
originating ground stations.
F L A P
O P E R A T I O N
Do not extend flaps above 20,000 feet.
F L I G H T
D E C K
O C C U P A N C Y (Freighter Airplane)
The flight deck may be occupied with up to 4 persons (in addition to
the pilot and copilot) for a maximum total of 6, during taxi,
takeoff, flight and landing. These persons, as designated by the
operator (if other than flight crew members), are authorized
provided they are:
1.
Included in one of the following categories:
a. A crew member.
b. An FAA air carrier inspector, or an authorized
representative of the National Transportation Safety Board,
who is performing official duties.
c. An employee of the operator.
d. Any person determined by the operator, for the particular
flight on which carried, or traveling to or from such an
assignment, to be necessary for:
(1) The safety of the flight.
(2) The safe handling of animals.
(3) The safe handling of radioactive materials.
(4) The security of valuable or confidential cargo.
(5) The preservation of fragile or perishable cargo.
(6) The operation of special equipment for loading or
unloading cargo.
(7) The loading or unloading of outsized cargo.
e. A person performing duty as an honor guard accompanying a
shipment made by or under the authority of the United
States.
f. A military courier, military route supervisor, military
cargo contract coordinator, or a designated flight crew
member of a military cargo contract air carrier or
commercial operator, when carriage of such person is
specifically authorized by the appropriate U.S. armed force.
FAA APPROVED 09-18-03
D6T11321
Code
0PAF
Section 1
Page 13
V16062
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
N O I S E
C H A R A C T E R I S T I C S
All airplanes with serial numbers listed in this document meet FAR
Part 36, Appendix B, Stage 4 requirements. Refer to Noise
Characteristics in Section 4.2 of this manual for noise levels.
C O N F I G U R A T I O N
D E V I A T I O N
L I S T
(C D L)
When operation is scheduled with certain secondary airframe and
engine parts missing, the airplane must be operated in accordance
with the limitations specified in the basic Airplane Flight Manual,
and as amended by the CDL Appendix.
H F
R A D I O
C O M M U N I C A T I O N S
The following limitation is applicable to airplanes with the listed
HF communications equipment installed.
Flights predicated on the use of the following HF frequencies are
prohibited:
HF communications equipment installed
Frequencies, Mhz
Rockwell/Collins Model HFS-700 and/or
HFS-900 HF communication transceivers
HF coupler part numbers 822-0987-001
-002
-003
-004
11.133, 22.434,
22.683, 22.766
29.489, 29.490
F L I G H T
D E C K
S E C U R I T Y
D O O R (If installed)
Verify that an operational check of the Flight Deck Access System
has been accomplished according to approved procedures once each
flight day.
FAA APPROVED 08-19-13
D6T11321
Code
STG4
Section 1
Page 14
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
G R O U N D
P R O X I M I T Y
W A R N I N G
(Look-Ahead Terrain Alerting) - If Installed
S Y S T E M -
Do not use the terrain display for navigation.
The use of look-ahead terrain alerting and terrain display functions
are prohibited within 15 nm of takeoff, approach, or landing at an
airport or runway not contained in the GPWS terrain database. Refer
to Honeywell Document 060-4267-000 for airports and runways
contained in the installed GPWS terrain database.
If GPS is not installed:
The use of look-ahead terrain alerting and terrain display
function are prohibited during QFE operations.
The look-ahead terrain alerting and terrain display functions
must be inhibited by selecting the TERR OVRD switch to OVRD if
operating outside the United States National Airspace and the FMS
database and charts are not referenced to the WGS-84 reference
datum, unless the FMS has been found to be suitable for
navigation in that airspace.
The look-ahead terrain alerting and terrain display functions
must be inhibited by selecting the TERR OVRD switch to OVRD if
the FMS is operating in IRS NAV ONLY.
For takeoff and if FMS position updating is not accomplished,
verify actual runway position by ensuring that, with the 5 or 10
nm range selected on the EFIS control panel, the aircraft symbol
is displayed at the appropriate point on the runway symbol.
If GPS is installed, the following limitation is applicable prior to
installation of Ground Proximity Warning Computer, Boeing P/N 9650976-003-212-212 or later:
The use of look-ahead terrain alerting and terrain display
functions are prohibited during QFE operations.
G R O U N D
P R O X I M I T Y
W A R N I N G
S Y S T E M Runway Awareness and Advisory System (RAAS)(If installed)
Do not use Runway Awareness and Advisory System (RAAS) alerting or
voice annunciations to determine real-time runway suitability for
airplane performance. RAAS runway length alerting is set by airline
policy and does not consider real-time factors such as weather,
runway conditions, or Notices to Airmen (NOTAMS).
FAA APPROVED 08-31-15
D6T11321
Code
0RAS
Section 1
Page 15
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
E X T E N D E D
R A N G E
O P E R A T I O N S
Fuel Crossfeed Valve Operational Check for Airplanes with a Single
Crossfeed Valve (Alternative Method of Compliance (AMOC) to AD 201919-10)
Prior to each extended operations (ETOPS) flight, an operational
check of the fuel crossfeed valve must be performed. This check must
be performed by the flight crew prior to each ETOPS flight as part
of the pre-flight procedure for each specific extended range flight,
or by the maintenance crew as part of the ETOPS pre-departure
service check.
I N E R T I A L
R E F E R E N C E
S Y S T E M
(I R S)
All flight operations based on magnetic heading or magnetic track
angle are prohibited in geographic areas where the installed IRS
MagVar table errors are greater than 5 degrees. *
All autopilot/flight director ILS approach and landing operations
that use magnetic north referenced courses or bearings are
prohibited in geographic areas where the installed IRS MagVar table
errors are greater than 3 degrees. *
* See Normal Procedures/Inertial Reference System section for
procedures to determine the geographic areas and magnitude of
MagVar errors for the specific MagVar table installed in the
IRS and if any of these limitations apply.
C A B I N
T E M P E R A T U R E
H O T
Required by AD 2020-04-15
In the event of excessively hot flight deck or main deck cargo
compartment temperature, the flight crew must comply with the Cabin
Temperature Hot Procedures in the Operating Procedures chapter of
this manual.
FAA APPROVED 05-28-20
D6T11321
Code
000F
Section 1
Page 16
S19527
BOEING
AIRPLANE FLIGHT MANUAL
EMERGENCY PROCEDURES
F I R E
(Continued)
ENGINE FIRE, SEVERE ENGINE DAMAGE, OR SEPARATION
If engine fire, or severe engine damage or engine separation has
occurred, or high airframe vibration with abnormal engine
indications occurs:
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Fuel Control Switch. . . . . . . . . . . . . . . . . . . . CUTOFF
Engine Fire Switch . . . . . . . . . . . . . . . . . . . .
PULL
If fire warning light remains illuminated:
Engine Fire Switch. . . . . . . . . . . . . . . . . . . ROTATE
After 30 seconds, if fire warning light remains illuminated:
Engine Fire Switch. . . . . . . . . ROTATE TO REMAINING BOTTLE
APU (if available) . . . . . . . . . . . . . . . . . . . .
START
Prepare for one-engine-inoperative landing.
If high airframe vibration occurs and continues after engine is shut
down, without delay reduce airspeed and descend to a safe altitude
which results in an acceptable vibration level. If high airframe
vibration returns and further airspeed reduction and descent is not
practical, increasing the airspeed may reduce the vibration.
APU FIRE
APU Fire Switch. . . . . . . . . . . . . . . . . . .
PULL/ROTATE
If APU fire warning light illuminated:
APU Fire Switch. . . . . . . . . . .ROTATE TO REMAINING BOTTLE
(if installed)
FAA APPROVED 05-12-05
D6T11321
Code
0000
Section 2
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
EMERGENCY PROCEDURES
F I R E
(Continued)
CARGO FIRE - FWD/AFT
REFERENCE
Cargo Fire Switch (FWD/AFT) .................................. ARMED
Cargo Fire Bottle Discharge Switch ............................ PUSH
Push and hold for 1 second.
Equipment Cooling Selector .................................... OVRD
If forward cargo fire:
Cargo Heat Fwd Switch....................................... OFF
If aft cargo fire:
Cargo Heat Aft Switch (and Bulk if installed)............... OFF
Flight Deck Temperature Selector ......................... FULL COOL
If airplane altitude above 10,000 feet:
Landing Altitude Selector.............................. 7,500 ft
Cabin Altitude Auto Rate Control............................ MAX
Pack Control Selector (either) ................................. OFF
If airplane altitude above 35,000 ft:
Descend.............................................. ACCOMPLISH
Descend to 35,000 feet or below
Landing Altitude Selector ...................................... SET
Set landing field elevation prior to descent for landing
CARGO FIRE - MAIN
REFERENCE
Oxygen Masks and Smoke Goggles .................................. ON
Crew Communications ...................................... ESTABLISH
If occupants in main cargo compartment:
Main Cargo Alert Switch...................................... ON
When all occupants are in the flight deck area, then:
Cargo Fire Arm Switch (MAIN) ................................. ARMED
Cargo Fire Depressurization/Discharge Switch .................. PUSH
Push and hold for 1 second.
Climb to or descend to 25,000 feet when terrain conditions permit.
FAA APPROVED 08-22-03
D6T11321
Code
0GMF
Section 2
Page 3
BOEING
AIRPLANE FLIGHT MANUAL
EMERGENCY PROCEDURES
F I R E
(Continued)
ELECTRICAL SMOKE OR FIRE
Use oxygen masks and smoke goggles, if required, establish crew
communications.
Verify that all occupants are in the flight deck area.
the Main Cargo Alert Switch.
If not push
If smoke source is known, remove electrical power from affected
equipment.
If smoke source is unknown, select Utility Bus Switches to OFF and
Equipment Cooling Selector to STBY.
WHEEL WELL FIRE
REFERENCE
Landing Gear Lever (Maximum 270 KIAS/.82M). . . . . . . . . . DOWN
If the landing gear must be retracted for airplane
performance, the landing gear may be retracted 20 minutes
after the FIRE WHEEL WELL message is no longer displayed.
SMOKE REMOVAL
(Cockpit or cabin source)
REFERENCE
Main Deck Cargo Compartment Access Door . . . . . . . . CLOSED
Equipment Cooling. . . . . . . . . . . . . . . . . . . . . OVRD
Landing Altitude Selector. . . . . . . . . . . . . . . 9,500 FT
Auto Rate Control. . . . . . . . . . . . . . . . . . . . . .MAX
Do not turn an operating pack off (selecting packs off will
result in increased smoke concentrations).
FAA APPROVED 03-18-02
D6T11321
Code
0GMF
Section 2
Page 4
BOEING
AIRPLANE FLIGHT MANUAL
EMERGENCY PROCEDURES
D U A L
E N G I N E
F A I L U R E
Engine Start Selectors (Both) ................................... FLT
Thrust Levers (Both) .......................................... CLOSE
Fuel Control Switches (Both) ...................... CUT OFF, then RUN
If engine appears stalled or EGT approaches the Standby Engine
Indicator placard limit:
Repeat the above step on affected engine(s)
Ram Air Turbine Switch ......................................... PUSH
Airspeed:
Above 30,000 Ft .......................................... 240 Kts
30,000 Ft or below .............................. 220 Kts Minimum
APU Selector (if available) .................... START, release to ON
If both engines remain failed:
Thrust Levers (Both) ........................................ CLOSE
Fuel Control Switches (Both) .................... CUT OFF, then RUN
Remain approximately 30 seconds in each position during start
attempts. Repeat until engine start achieved. Engine may
accelerate to idle slowly.
NOTE:
Disregard Inflight Restart Envelope in Section 4.2 for
dual engine failure.
FAA APPROVED 05-12-05
D6T11321
Code
0600
Section 2
Page 5
S41192
BOEING
AIRPLANE FLIGHT MANUAL
EMERGENCY PROCEDURES
C A B I N
A L T I T U D E
W A R N I N G
D E P R E S S U R I Z A T I O N
O R
R A P I D
Condition: The CABIN ALT or CABIN ALTITUDE light illuminated indicates
cabin altitude is excessive:
RECALL
Oxygen Masks and Regulators. . . . . . . . . . . . . . . ON, 100%
Crew Communications. . . . . . . . . . . . . . . . . . .ESTABLISH
Verify that all occupants are in the flight deck area.
If not:
Main Cargo Alert Switch. . . . . . . . . . . . . . . . . . . PUSH
Initiate descent as required.
DESCENT
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . .CLOSE
Speed Brakes . . . . . . . . . . . . . . . . . . . . . . . EXTEND
Target Speed . . . . . . . . . . . . . . . . . . . . . . .Vmo/Mmo
Descend to 10,000 ft. or MEA, whichever is higher.
If structural integrity is in doubt, limit airspeed and avoid high
maneuvering loads.
FAA APPROVED 09-18-03
D6T11321
Code
0PAF
Section 2
Page 6
V16070
S19761
S19763
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 3.1 - NORMAL PROCEDURES
C O N T E N T S
PAGE
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Tank Capacity . . . . . . . . . . . . . . . . . . . . . . 2
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . 3
Windshield Rain Repellent. . . . . . . . . . . . . . . . . . . 3
Air Traffic Control Radar Beacon System
Mode S Transponder. . . . . . . . . . . . . . . . . . . . . 4
Elementary Surveillance . . . . . . . . . . . . . . . . . . 4
Enhanced Surveillance . . . . . . . . . . . . . . . . . . . 4
Extended Squitter . . . . . . . . . . . . . . . . . . . . . 4
Turbulence Avoidance . . . . . . . . . . . . . . . . . . . . . 5
Weather Radar with Turbulence Display . . . . . . . . . . . 5
Severe Turbulent Air Penetration . . . . . . . . . . . . . . . 5
Windshear System . . . . . . . . . . . . . . . . . . . . . . 6
Autopilot-Flight Director System . . . . . . . . . . . . . . . 7
Demonstrated Conditions . . . . . . . . . . . . . . . . . . 8
Minimum Multichannel Engage Altitude for Autoland . . . . . 8
AFDS System Configurations. . . . . . . . . . . . . . . . . 8
Autoland - Fail Operational . . . . . . . . . . . . . . . . 9
Autoland - Fail Passive . . . . . . . . . . . . . . . . . . 10
Autopilot - Approach. . . . . . . . . . . . . . . . . . . . 11
Approach - Single Engine. . . . . . . . . . . . . . . . . . 11
Flight Director . . . . . . . . . . . . . . . . . . . . . . 12
Flight Director Approach. . . . . . . . . . . . . . . . . . 12
Flight Director Approach - Single Engine. . . . . . . . . . 12
Inertial Reference System. . . . . . . . . . . . . . . . . . . 13
Flight Management Computer System (FMCS) . . . . . . . . . . . 14
Airplanes Without Fans 1 FMC Installed. . . . . . . . . . . 14
Airplanes With Fans 1 FMC Installed . . . . . . . . . . . . 14
Required Navigational Performance (RNP) Operations. . . . . 14B
Airplanes With Air Traffic Services (ATS) Installed . . . . 14C
Aircraft Communications Addressing & Reporting System (ACARS). 14E
Air Traffic Control Data Link. . . . . . . . . . . . . . . . . 14F
Operation in Icing Conditions. . . . . . . . . . . . . . . . . 15
Extended Range Operations. . . . . . . . . . . . . . . . . . . 15
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . 15
Metric Altitude Indicator. . . . . . . . . . . . . . . . . . . 15
Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . 16
Traffic Alert and Collision Avoidance System (TCAS). . . . . . 17
FAA APPROVED 05-22-19
D6T11321
Code
PEGA
Section 3.1
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
G E N E R A L
Procedures in this section are those procedures unique to this
airplane, not primarily associated with system malfunctions or
failures.
F U E L
T A N K
C A P A C I T Y
TANK
USABLE FUEL*
MAXIMUM FUEL WEIGHT
U.S. GALLONS
POUNDS
KILOGRAMS
FQPU part number S345T002 (Honeywell) installed
L or R Main
6,070
43,097
Center Tank
12,000
85,200
Total
24,140
171,394
19,548
38,646
77,742
FQPU part number S345N001-032, -033 (Simmonds/B.F. Goodrich)
installed
L or R Main
6,010
42,671
19,355
Center Tank
11,900
84,490
38,324
Total
23,920
169,832
77,034
FQPU part number S345N001-036 installed
L or R Main
6,010
Center Tank
11,960
Total
23,980
42,671
84,916
170,258
19,355
38,517
77,227
Note:
*
The usable fuel quantity depends on the Fuel Quantity Processor
Unit (FQPU) part number installed. Refer to the applicable
Weight and Balance Manual for additional information on the
usable fuel quantity of specific airplanes.
FAA APPROVED 07-31-00
D6T11321
Code
0004
Section 3.1
Page 2
S19785
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
A I R
T R A F F I C
S Y S T E M
C O N T R O L
R A D A R
B E A C O N
MODE S TRANSPONDER (If Installed)
Mode A, C and S functions with respect to the Traffic Alert and Collision
Avoidance System (TCAS) have been demonstrated for proper operation.
Selecting Standby mode on the ATC/TCAS control panel will disable all of the
following functions:
1.
All ATC transponder modes (Modes A/C/S)
2.
ADS-B Out
3.
TCAS II
Elementary Surveillance (If Installed)
Elementary Surveillance functions have been demonstrated for proper operation.
Elementary Surveillance - Version 2 ATC Transponder (If Installed)
The Installed transponder system is able to respond to interrogations in Mode A,
C and S and is fully compliant with the requirements of CS ACNS.D.ELS (Mode S
Elementary Surveillance).
Enhanced Surveillance (If Installed)
Enhanced Surveillance functions have been demonstrated for proper operation.
Enhanced Surveillance - Version 2 ATC Transponder (If Installed)
The Installed transponder system is able to respond to interrogations in Mode A,
C and S and is fully compliant with the requirements of CS ACNS.D.EHS (Mode S
Enhanced Surveillance).
Extended Squitter (If Installed)
Extended Squitter transmissions have been demonstrated for proper operation and
non-interference but have not been certified.
The following is applicable only if the extended squitter is installed and the
Multi Mode Receivers (MMRs) are interfaced with the ATC Transponders.
Extended Squitter transmission has been demonstrated for proper operation per
EASA AMC 20-24 for broadcast of ADS-B related position information, with the
following exceptions.
1. The extended squitter transmission system does not take into account the
system’s uncompensated latency into its transmitted horizontal quality indicator
value.
2. The extended squitter transmission system does not base the transmitted
horizontal quality indicator solely on the integrity information from the
horizontal position source. The horizontal quality indicator value may be
encoded based on the horizontal position source’s accuracy quality information.
3. The extended squitter transmission system does not have the capability to
transmit the discrete emergency codes (7500, 7600, 7700). Instead the extended
squitter system will transmit a generic emergency indicator when any emergency
code is dialed into the control panel.
Extended Squitter/ADS-B Out Version 2 (If installed)
The installed ADS-B OUT system has been shown to meet the equipment requirements
of 14 CFR 91.227 and is fully compliant with the requirements of CS.ACNS.D.ADSB
(1090 MHz Extended Squitter ADS-B OUT).
FAA APPROVED 01-20-15
D6T11321
Code
0000
Section 3.1
Page 4
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
A I R
T R A F F I C
C O N T R O L
S Y S T E M
( C o n t i n u e d )
R A D A R
B E A C O N
VERSION 2 ATC TRANSPONDER FAILURE MODES (If Installed)
ADS-B Out Transponder device failure is indicated by the following:
‘‘ATC FAULT’’ advisory message annunciated on the EICAS page (for selected
ATC Transponder) and
‘‘TCAS FAIL’’ message annunciated on EHSI.
Note: ATC FAIL lamp (if capable) on ATC Control Panel will also be
illuminated.
ADS-B Out function failure is indicated by the following:
‘‘ATC FAULT’’ advisory message annunciated on the EICAS page (for selected
ATC Transponder) and ‘‘L GPS’’ or ‘‘R GPS’’ advisory message annunciated on
EICAS. TCAS is still functioning (No ‘‘TCAS FAIL’’ message on the EHSI).
Note: ATC FAIL lamp (if capable) on ATC Control Panel will also be
illuminated.
FAA APPROVED 10-10-18
D6T11321
Code
0000
Section 3.1
Page 4A
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
T U R B U L E N C E
A V O I D A N C E
Flight through severe turbulence should be avoided if possible.
WEATHER RADAR WITH TURBULENCE DISPLAY
The weather mode should be used for evaluating weather conditions
and should be the basis for all decisions regarding maneuvering the
airplane to avoid weather.
For Rockwell Collins Weather Radar Transceivers with the additional
MultiScan version 2.0 hazard detection features or the Honeywell
RDR-4000 WXR System, turbulence information presented by the weather
radar may be used as additional information to aid in decisions to
maneuver the airplane to avoid weather related threats. For all
other Weather Radar Transceivers, the turbulence detection mode has
not been fully evaluated by the FAA and has only been certified on a
non-interference basis.
Some systems provide variable gain in the weather and/or the
turbulence modes allowing the gain to be adjusted below the
calibrated level (CAL or AUTO). When below the calibrated gain
level, weather returns may be shown at reduced levels or even
removed from the display.
Clear air turbulence (CAT) conditions are not detectable with the
weather radar system.
S E V E R E
T U R B U L E N T
A I R
P E N E T R A T I O N
The recommended procedures for inadvertent flight through severe
turbulence are:
1.
Air Speed
Approximately 290 KIAS or approximately 0.78 M, whichever is
lower. Severe turbulence will cause large and often rapid
variations in indicated air speed. DO NOT CHASE THE AIR SPEED.
2.
Yaw Damper – ENGAGED
3.
Autothrottle – DISENGAGE
FAA APPROVED 01-23-19
D6T11321
Code
0001
Section 3.1
Page 5
S19790
S19794
S19804
S19811
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
A U T O P I L O T - F L I G H T
(Continued)
D I R E C T O R
S Y S T E M
AUTOLAND - FAIL PASSIVE
The autopilot system has been shown to meet the applicable
airworthiness performance and reliability requirements for a fail
passive system to comply with FAA AC120-28C and AC 20-57A for
automatic approach and landing with the following equipment
operative and LAND 2 or LAND 3 annunciated:
One or two engines
Dual or Triple channel autopilot engaged.
Two EADI Displays supplied by different symbol generators
including attitude, radio altitude, ILS deviation, decision
height indication, and AFDS mode status information.
Autoland Status Annunciator for the pilot conducting the
approach.
Two or Three IRU's (associated with the engaged autopilots) in
NAV mode.
Three Hydraulic Systems.
Two sources of electrical power. (The APU generator may be
used as an independent power source, if available.)
NOTE: If an engine fails during the approach, the approach may be
continued if LAND 2 remains annunciated on the autoland
status annunciator.
During a dual channel autopilot go-around the autopilot may
disconnect unless a new roll or pitch mode is engaged, or a new
airspeed is selected prior to approximately 1000 feet above the
go-around altitude.
CAUTION:
If the autopilot disconnects during an engine out goaround, loss of autopilot rudder control can result in
large yaw and roll excursions.
FAA APPROVED 11-12-03
D6T11321
Code
0302
Section 3.1
Page 10
S19819
S19821
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
I N E R T I A L
R E F E R E N C E
S Y S T E M
Two Inertial Reference Systems (IRS) in conjunction with two Flight
Management Computer Systems (FMCS) meet the Inertial Navigation
System requirements of FAA Advisory Circular 25-4 as the sole means
of navigation for flights of up to 18 hours duration.
OR
Two Inertial Reference Systems (IRS) in conjunction with one Flight
Management Computer connected to either two Hybrid Multi-purpose
Control Display Units (HMCDU) or two Multi-purpose Control Display
Units (MCDU), meet the Inertial Navigation System requirements of
FAA Advisory Circular 25-4 as the sole means of navigation for
flights of up to 18 hours duration.
A normal 10-minute ground alignment of the IRS has been demonstrated
to be satisfactory between 70.2 degrees North and 70.2 degrees South
latitudes. An extended 17-minute ground alignment is required
between 70.2 degrees and 78.25 degrees North and South latitudes.
In the NAV (navigation) mode the IRS will provide valid magnetic
heading and valid magnetic track angle between 73 degrees North
latitude and 60 degrees South latitude.* #
Insure IRS alignment is complete and all IRUs are in the NAV mode
before the airplane is moved.
When an IRU is in the ATT (Attitude) mode magnetic heading will
drift after initialization in a manner similar to a directional gyro
and requires crew monitoring and periodic manual updates to ensure
adequate accuracy.
* When Boeing Service Bulletin 767-34-0206, 767-34-0305, 767-340498, 767-34-0555, 767-34-0583, 767-34-0596 or 767-34-0643 or
production equivalent is incorporated, the northern boundary is
extended to 82 degrees North latitude, except from 80 degrees West
to 130 degrees West longitude the boundary is restricted to 70
degrees North latitude. The southern boundary is extended to 82
degrees South latitude, except from 120 degrees East to 160
degrees East longitude the boundary is restricted to 60 degrees
South latitude.
# When Boeing Service Bulletin 767-34-0649, 767-34-0650, 767-340727, 767-34-0746, 767-34-0787 or 767-34-0807 or production
equivalent is incorporated, the northern boundary is extended to
82 degrees North latitude, except from 80 degrees West to 170
degrees West longitude the boundary is restricted to 73 degrees
North latitude. The southern boundary is extended to 82 degrees
South latitude, except from 120 degrees East to 160 degrees East
longitude the boundary is restricted to 60 degrees South latitude.
When flying north of 73 degrees North latitude, set the HEADING
REFERENCE SWITCH to TRUE.
FAA APPROVED 05-04-18
D6T11321
Code
0001
Section 3.1
Page 13
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
I N E R T I A L
R E F E R E N C E
S Y S T E M (cont.)
Compliance with the design requirements for magnetic heading and
magnetic track angle accuracy within the above boundaries must be
maintained for the continued airworthiness of the airplane as these
accuracies degrade over time relative to the earth’s ever changing
geomagnetic reference field. To maintain continuous world-wide
compliance, new Magnetic Variation (MagVar) tables are developed and
certified for production and retrofit into the IRS (IRU) every 10
years. Failure to maintain the installed IRS MagVar table in
compliance can result in specific operational limitations (see
Certificate Limitations/Inertial Reference System section of this
AFM). Information for determining which specific Epoch MagVar table
is installed in the IRS (IRU), and geographic maps which show the
location and magnitude of the specific MagVar table errors relative
to current and projected National Oceanic and Atmospheric
Administration (NOAA) World Magnetic Model (WMM) data is provided in
Boeing document D6-85262, "Guidance for Airplane Flight Operations
Using Inertial Reference Systems with Magnetic
Variation Tables", revision A or later.
FAA APPROVED 05-04-18
D6T11321
Code
0001
Section 3.1
Page 13A
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
F L I G H T
(F M C S)
M A N A G E M E N T
C O M P U T E R
S Y S T E M
AIRPLANES WITHOUT FANS 1 FMC INSTALLED
The Flight Management Computer System meets the requirements of
AC 90-45A for an area navigation system when operated with radio
updating. When operated in this configuration, the FMCS may be used
for enroute and terminal area operations and RNAV approaches with
the MAP display of the EHSI. In addition, the FMCS may be used in
conjunction with the MAP display as a supplement to primary
navigation means when conducting other types of approaches. The
FMCS will provide navigation, guidance, and map display between 87
degrees North and 87 degrees South latitudes.
The FMCS may be used for vertical navigation (VNAV) for enroute and
terminal area operation. VNAV operations must be predicated on use
of the primary altimeter system for altitude determination.
When conducting RNAV approaches not obtained from the navigation
data base, the navaid associated with the approach should be
manually tuned and monitored to verify RNAV waypoint passage with
RDMI radial and DME information.
AIRPLANES WITH FANS 1 FMC INSTALLED
The following FMCS demonstrations do not constitute operational
approval.
The Flight Management Computer System (FMCS) has been shown to meet
the requirements of FAA Advisory Circular (AC) 25-15 for long range
navigation with the following equipment operational at departure:
One Flight Management computer (FMC); two Hybrid Multipurpose
Control Display Units (HMCDUs) or Multipurpose Control Display Units
(MCDU); and two Inertial Reference Units (IRU) in NAV mode.
The FMCS has been shown to meet the requirements for RNAV operations
(FAA AC 20-130A, JAA AMJ 20X2) the following equipment must be
operational at departure (unless other appropriate procedures are
used):
One FMC; one CDU, MCDU or HMCDU; one VHF Omni-directional Radio
(VOR); one IRU in NAV mode; and either one Distance Measuring
Equipment (DME) or Global Positioning System (GPS) (if installed).
FAA APPROVED 09-15-16
D6T11321
Code
FANS
Section 3.1
Page 14
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
F L I G H T
M A N A G E M E N T
(F M C S)
(Con’t.)
C O M P U T E R
S Y S T E M
AIRPLANES WITH FANS 1 FMC INSTALLED (Con’t.)
The FMCS has been shown to meet the requirements of AC 20-130A for a
multi-sensor area navigation system when operated with radio or
Global Position System (GPS) updating. When operated in this
configuration, the FMCS may be used for enroute, terminal area
operations and instrument approach navigation (excluding ILS, LOC,
LOC-BC, LDA, SDF, and MLS approach procedures). The FMCS may be
used to fly a RNAV approach procedure that overlays an ILS, LOC,
LOC-BC, LDA, SDF, or MLS approach procedure when the localizer
facility is inoperative subject to appropriate operational
considerations, procedures, constraints, and authorizations.
The FMCS will provide navigation, guidance, and map display between
87 degrees North and 87 degrees South latitude.
The FMCS has been shown to meet the requirements of AC 20-129 for
vertical navigation (VNAV) for enroute, terminal area operations and
instrument approaches (excluding ILS G/S approach procedures). The
FMCS may be used to fly a VNAV approach procedure that overlays an
ILS glideslope approach procedure when the glideslope facility is
inoperative subject to appropriate operational considerations,
procedures, constraints, and authorizations.
GPS updating must be disabled for approach operations when operating
outside the United States National Airspace, if the FMC database and
charts are not referenced to WGS-84 reference datum, unless other
appropriate procedures are used.
When using the FMCS without GPS updating to conduct a terminal area
procedure or an instrument approach, active DME/DME or VOR/DME
updating as appropriate for the procedure being flown should be
checked to ensure correct navigation. For an instrument approach,
this check should be done no later than the final approach fix. As
an alternative, it is acceptable to check for correct navigation
using VOR and DME data relative to the map.
For flight operations without Required Navigation Performance (RNP),
the FMCS has been shown to meet the requirements of AC 20-130A for a
multi-sensor area navigation system when operated with radio or
Global Positioning System (GPS) updating. When operated in this
configuration, the FMCS may be used for enroute, terminal area
operations, and instrument approach navigation (excluding ILS, LOC,
LOC-BC, LDA, SDF, and MLS approach procedures). The FMCS may be
used to fly a RNAV approach procedure that overlays an ILS, LOC,
LOC-BC, LDA, SDF, or MLS approach procedure when the localizer
facility is inoperative subject to appropriate operational
considerations, procedures, constraints, and authorizations.
FAA APPROVED 09-15-16
D6T11321
Code
FANS
Section 3.1
Page 14A
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
F L I G H T
M A N A G E M E N T
(F M C S) (Con’t.)
C O M P U T E R
S Y S T E M
REQUIRED NAVIGATIONAL PERFORMANCE (RNP) OPERATIONS
For flight operations in airspace designated for RNP, the
demonstrated RNP is as follows:
For FMC OP PROGRAM 3419-HNP-02C-09 and prior use the following RNP
table and Boeing document:
Demonstrated Lateral RNP Versus Mode Of Flight
Mode of Flight
FMC GPS
FMC GPS Not
Operational
Operational
LNAV with Autopilot Engaged
LNAV with Flight Director
Manual Flight using the MAP
0.15 nm
0.28 nm
0.52 nm
0.28 nm
0.41 nm
1.16 nm
The demonstrated RNP capabilities are predicated upon the assumptions,
definitions, requirements and analysis in Boeing Document D926T0120-1,
"757/767 FMCS RNP Navigation Capabilities, Generation 1", revision new,
FAA approved version.
For FMC OP PROGRAM 3411-HNP-02C-10 or HNP28-AL11-D502, or later, use
the following RNP table and Boeing document:
Demonstrated Lateral RNP Versus Mode Of Flight
Mode of Flight
FMC GPS
FMC GPS Not
Operational
Operational
LNAV with Autopilot Engaged
0.13 nm
0.28 nm
LNAV with Flight Director
0.14 nm
0.28 nm
Manual Flight using the MAP
0.81 nm
1.16 nm
The demonstrated RNP capabilities are predicated upon the assumptions,
definitions, requirements, and analysis in Boeing Document D926T0120-1,
"757/767 FMCS RNP Navigation Capabilities, Generation 1", revision H or
later, FAA approved version.
When using the MAP on the ND for manual flight for RNP operations of
2.00 nm or less down to the minimum demonstrated RNP, using a MAP
scale of 10 nm or less has been shown to assure acceptable lateral
path track performance.
RNP flight operations are subject to assessment of GPS satellite
availability and/or navaid coverage for the selected route.
The FMCS has been shown to meet the primary means RNP navigation
with the following equipment operational at departure:
Two FMCs; two CDUs, MCDUs or HMCDUs; two IRUs in NAV mode; and two
sensors capable of complying with the RNP.
FAA APPROVED
03-19-19
D6T11321
Code
PEG2
Section 3.1
Page 14B
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
AIRPLANES WITH AIR TRAFFIC SERVICES (ATS) INSTALLED
The FAA has approved the data link system and applications to the
criteria contained in FAA Advisory Circular 20-140. This approval
was based on the safety and interoperability requirements contained
in FAA approved Boeing documents below:
Applicable to installation of FMC OP PROGRAM 3413-HNP-02C-03
D926T0147, “Air Traffic Services Systems Requirements and
Objectives.
Applicable to installation of FMC OP PROGRAM 3414-HNP-02C-04
D926T0240, “Air Traffic Services Systems Requirements and
Objectives - Generation 1”.
Applicable to installation of FMC OP PROGRAM 3415-HNP-02C-05,
3416-HNP-02C-06 or 3417-HNP-02C-07:
D926T0280, “Air Traffic Services Systems Requirements and
Objectives - Generation 2”.
Applicable to installation of FMC OP PROGRAM 3418-HNP-02C-08 or
later:
D926T0280-1, “757/767 Air Traffic Services Systems Requirements
and Objectives – Generation 3”.
Applicable to installation of FMC OP PROGRAM 3411-HNP-02C-10 or
later:
D926T0280-2, “757/767 Air Traffic Services Systems Requirements
and Objectives – Generation 4”.
Note: Appendix F of the above documents covers system anomalies
which may impact specific uplink and downlink
operation/message content.
The following is applicable to installation of FMC OP Program HNP28AL11-D502, or later:
FAA has approved the aircraft datalink system to the criteria
contained in FAA Advisory Circular (AC) 20-140B. This approval
was based on the standard for FANS 1/A+, VDL MA, VDL M2, HFDL,
and SATCOM (Inmarsat). This approval was based on the safety and
interoperability requirements contained in the FAA approved
Boeing Document:
D6-86448, “757/767 Pegasus II FMC Air Traffic Services
(ATS)Capabilities, Generation 1”.
FAA APPROVED
03-19-19
D6T11321
Code
PEG2
Section 3.1
Page 14C
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
AIRPLANES WITH AIR TRAFFIC SERVICES (ATS) INSTALLED (cont.)
The FANS-1+ ATS datalink function has been shown to meet the
Performance Based Communication Surveillance (PBCS) requirements as
contained in FAA AC 90-117 for the following configurations. Design
approval does not constitute operational authorization. See AC 90117 for operational authorization.
Config.
#1
#2
Data
Link
System
FANS-1
FANS-1
FAA APPROVED
Aircraftallocated
Performance
CPDLC at RCP
240 and RCP
400 using:
Subnetworks
ADS-C at RSP
180 and RSP
400 using:
(Inmarsat
and
Iridium)
(Peg II BP1)
CPDLC at RCP
240 and RCP
400 using:
VDL M2,
SATCOM
HNP28-AL11-D502
ADS C at RSP
180 and RSP
400 using:
(Inmarsat
and
Iridium)
03-19-19
VDL M2,
SATCOM
D6T11321
FMCSW P/N
CMU
HNP28-AL11-D502
Rockwell
Collins CMU
P/N:
822-1239-151
(Peg II BP1)
Core SW P/N:
832-9548-012
Honeywell CMU
P/N:
965-0758-001
Core SW P/N:
998-2145-516
998-2830-522
963-0100-056
963-0100-066
Code
PEG2
Section 3.1
Page 14D
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
A I R C R A F T
C O M M U N I C A T I O N S
A D D R E S S I N G
&
R E P O R T I N G
S Y S T E M (A C A R S)
(if installed)
The following procedures are one means which may be used to verify
Pre-Departure Clearance, Digital-Automatic Terminal Information
Service, Oceanic Clearances, Weight and Balance and Takeoff Data
messages transmitted over ACARS:
Pre-Departure Clearance:
The flight crew shall manually verify (compare) the filed flight
plan versus the digital pre-departure clearance and shall initiate
voice contact with Air Traffic Control if any question/confusion
exists between the filed flight plan and the digital pre-departure
clearance.
Digital-Automatic Terminal Information Service:
The flight crew shall verify that the D-ATIS altimeter setting
numeric value and alpha value are identical. If the D-ATIS
altimeter setting numeric value and alpha value are different, the
flight crew must not accept the D-ATIS altimeter setting.
Oceanic Clearances:
The flight crew shall manually verify (compare) the filed flight
plan versus the digital oceanic clearance and initiate voice contact
with Air Traffic Control if any questions/confusion exists between
the filed flight plan and the digital oceanic clearance.
Weight and Balance:
The flight crew shall verify that the Weight and Balance numeric and
alphabetic values are identical. If the Weight and Balance numeric
and alphabetic values are different, the flight crew must not accept
the Weight and Balance data.
Takeoff Data:
The flight crew shall verify that the Takeoff Data numeric and
alphabetic values are identical. If the Takeoff Data numeric and
alphabetic values are different, the flight crew must not accept the
Takeoff Data message.
FAA APPROVED
03-19-19
D6T11321
Code
PEG2
Section 3.1
Page 14E
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
A I R
T R A F F I C
C O N T R O L
D A T A
L I N K
The FAA has approved this data link system and applications to the
criteria contained in AC 20-140.
This system has been demonstrated to comply with the applicable
safety, performance and interoperability requirements of:
1. EUROCAE ED-120 (including change 1 and 2)
2. ED-110B, Interoperability Requirements Standard for
Aeronautical Telecommunication Network Baseline 1 (ATN B1
CPDLC) data link using VDL Mode 2
3. Commission Regulation (EC) No 29/2009
4. CS-ACNS
This system supports multi-frequency operation as defined in ARINC
Specification 631-5 and 631-6, VHF Digital Link (VDL) Mode 2
Implementation Provisions.
The System is intended for the following services:
Data link Initiation Capability (DLIC) enabling initial contact
between the aircraft and the ATC unit that supports data
communications, to accurately determine the identity of the
aircraft, and to ensure compatibility of aircraft equipage with
ATC. It is a prerequisite to any other operational data link
services.
ATC Communication Management (ACM) providing the necessary
information to the aircraft to enable transfer of frequencies for
both voice and data communications, either within the same
sector, between two sectors or between two ATC centers.
ATC Clearances (ACL) enabling uplink of a set of clearance and
information messages and downlink of pilot responses and
requests.
ATC Microphone Check (AMC) enabling the controller to send a
message to data link equipped aircraft (of appropriate
interoperability) to request a stuck microphone check.
FAA APPROVED 11-01-22
D6T11321
Code
3GLF
Section 3.1
Page 14F
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
O P E R A T I O N
I N
I C I N G
C O N D I T I O N S
Engine ignition is on (AUTO position).
The primary method of operating the wing anti-ice system is to
operate it as a de-icing system. Ice accumulation on the cockpit
front window frames, windshield center post, windshield wiper post,
or side windows can be used as an indication of airframe icing
conditions and the need to turn on the wing anti-ice system.
E X T E N D E D
R A N G E
O P E R A T I O N S
The type design reliability and performance of this airframe/engine
combination have been evaluated in accordance with FAA Advisory
Circular 120-42A and found suitable for extended range operations
when configured in accordance with Boeing Document D6T11604 "Model
767 ETOPS Configuration, Maintenance And Procedures". This finding
does not constitute approval to conduct extended range operations.
Fuel Crossfeed Valve Operational Check (Required by AD 2019-19-10)
Unless accomplished by maintenance personnel as part of
preparing the airplane for the specific ETOPS flight, do
the following steps on the ground prior to engine start.
Crossfeed selector.................ON
Verify that the VALVE light illuminates, then extinguishes
Crossfeed selector.................OFF
Verify that the VALVE light illuminates, then extinguishes
If the VALVE light is inoperative, it is acceptable to
have ground personnel verify by direct observation the
opening and closing of the crossfeed valve during this
procedure.
A U X I L I A R Y
P O W E R
U N I T
APU starts may be attempted at any altitude.
above 35,000 feet.
M E T R I C
A L T I T U D E
APU may not start
I N D I C A T O R
(if installed)
Metric altitude indicators are for reference only and shall not be
used as the primary means of altitude indication for flight
operations.
FAA APPROVED 03-31-20
D6T11321
Code
0001
Section 3.1
Page 15
S19836
BOEING
AIRPLANE FLIGHT MANUAL
NORMAL PROCEDURES
T R A F F I C
A L E R T
A N D
C O L L I S I O N
A V O I D A N C E
S Y S T E M (T C A S) (If installed)
Immediate compliance with a TCAS II/ACAS resolution advisory (RA) is
necessary unless the pilot flying considers it unsafe to do so, or
unless there is an obvious TCAS II/ACAS system failure.
CAUTION: Once an RA has been issued, safe separation could be
compromised if current vertical speed is changed, except as
necessary to comply with the RA. This is because TCAS
II/ACAS-to-TCAS II/ACAS coordination may be in progress
with the intruder aircraft, and any change in vertical
speed that does not comply with the RA may negate the
effectiveness of the other aircraft’s compliance with the
RA.
NOTE:
The consequences of not following an RA may result in
additional RAs in which aural alert and visual
annunciations may not agree with each other.
The pilot should not initiate evasive maneuvers using information
from the traffic display only. The pilot may maneuver, based on a
traffic advisory (TA) displayed on the ND, if the traffic is also
visually acquired and it is considered safe to do so. However, while
climbing or descending, a modest change in vertical speed based on
traffic display information is not considered evasive maneuvering.
Following a TCAS II/ACAS “clear of conflict” advisory, the pilot
should expeditiously return to the applicable ATC clearance unless
otherwise directed by ATC.
All resolution advisory (RA) and traffic advisory (TA) aural
messages are inhibited at a radio altitude of less than 1100 feet
above ground level (AGL) climbing, and less than 900 feet AGL
descending.
The following is applicable upon installation of Change 7 and later
compliant TCAS computers:
All traffic advisory (TA) aural messages are inhibited at a radio
altitude of less than 600 feet above ground level (AGL) climbing, and
less than 400 feet AGL descending.
FAA APPROVED 06-11-21
D6T11321
Code
0000
Section 3.1
Page 17
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 3.2 - NON-NORMAL PROCEDURES
C O N T E N T S
PAGE
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . .
General. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Systems
Pump Overheat . . . . . . . . . . . . . . . . . . . . . . .
Pump Low Pressure . . . . . . . . . . . . . . . . . . . . .
System(s) Low Pressure. . . . . . . . . . . . . . . . . . .
Automatic Wheel Brakes. . . . . . . . . . . . . . . . . . .
Engine Oil System. . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . .
High Oil Pressure . . . . . . . . . . . . . . . . . . . . .
High Oil Temperature. . . . . . . . . . . . . . . . . . . .
Oil Filter Bypass . . . . . . . . . . . . . . . . . . . . .
Engine Fuel Filter . . . . . . . . . . . . . . . . . . . . . .
Fuel Jettison System . . . . . . . . . . . . . . . . . . . . .
Low Fuel Quantity. . . . . . . . . . . . . . . . . . . . . . .
Engine In-Flight Start . . . . . . . . . . . . . . . . . . . .
Flight Management Computer (FMC) Message . . . . . . . . . . .
Electronic Engine Control (EEC) Normal Mode Inoperative. . . .
Engine Overheat. . . . . . . . . . . . . . . . . . . . . . . .
Engine Inoperative Landing . . . . . . . . . . . . . . . . . .
Inadvertent Reverse Thrust In Flight . . . . . . . . . . . . .
Stabilizer Trim Fault. . . . . . . . . . . . . . . . . . . . .
Unscheduled Stabilizer Trim. . . . . . . . . . . . . . . . . .
Spoilers Fault . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Ratio . . . . . . . . . . . . . . . . . . . . . . . . .
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Speed Brakes . . . . . . . . . . . . . . . . . . . .
Leading Edge Slat Asymmetry. . . . . . . . . . . . . . . . . .
Trailing Edge Flap Asymmetry . . . . . . . . . . . . . . . . .
Flap/Slat Disagree . . . . . . . . . . . . . . . . . . . . . .
Flap Load Relief . . . . . . . . . . . . . . . . . . . . . . .
Alternate Landing Gear Extension . . . . . . . . . . . . . . .
Window Heat. . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment Cooling System . . . . . . . . . . . . . . . . . . .
Ground Proximity Warning System (GPWS) . . . . . . . . . . . .
Cabin Temperature Hot. . . . . . . . . . . . . . . . . . . . .
FAA APPROVED 06-19-20
D6T11321
Code
0002
Section 3.2
1
2
3
3
3
3
4
4
4
4
4
4
4
4
4A
4A
5
5
5
5
6
6
6
6
6
6
7
7
8
8
8
9
9
9
9A
Page 1
S19849
S19852
BOEING
AIRPLANE FLIGHT MANUAL
NON-NORMAL PROCEDURES
E N G I N E
O I L
S Y S T E M
LOW OIL PRESSURE
If oil pressure reaches red line, shut down the engine.
HIGH OIL PRESSURE
If oil pressure is above normal (warm oil) and the other engine
indications are within limits, operate the engine normally for the
remainder of the flight.
HIGH OIL TEMPERATURE
If oil temperature is in the amber band, attempt to reduce the
temperature by gradually decreasing thrust. If oil temperature is
in the amber band for 15 minutes or reaches the red line, shut down
the engine.
OIL FILTER BYPASS
If the oil filter is bypassed and normal operation can be
reestablished by reducing thrust, operate at the reduced thrust.
oil continues to bypass, shut down the engine.
E N G I N E
F U E L
If
F I L T E R
If both EICAS advisory messages L ENG FUEL FILT and R ENG FUEL FILT
are displayed, erratic engine operation and flameout may occur due
to fuel system contamination.
F U E L
J E T T I S O N
S Y S T E M (If Installed and Activated)
When fuel jettison is complete, select fuel jettison nozzle switches
OFF and fuel jettison control selector OFF.
L O W
F U E L
Q U A N T I T Y
If any low fuel quantity is indicated, open the crossfeed valve(s),
turn on all boost pumps, and avoid high nose up attitudes and rapid
acceleration.
FAA APPROVED 08-18-16
D6T11321
Code
0PAF
Section 3.2
Page 4
BOEING
AIRPLANE FLIGHT MANUAL
NON-NORMAL PROCEDURES
E N G I N E
I N – F L I G H T
S T A R T
Check altitude and airspeed.
If X-BLD is not displayed set Engine Start Selector to FLT. Then
set Fuel Control Switch to RUN. Abort start if EGT fails to rise in
45 seconds.
If X-BLD is displayed set either Pack Control Selector to OFF,
Isolation switch of affected side to ON, Ignition Selector to BOTH,
Engine Start Selector to GND. Then when N2 exceeds minimum fuel on
command bug set Fuel Control Switch to RUN. Abort Start if EGT
fails to rise in 45 seconds.
F L I G H T
M A N A G E M E N T
M E S S A G E
C O M P U T E R
(F M C)
If the Control Display Unit (CDU) message, "FUEL QTY ERROR--PROG
2/2", "FUEL DISAGREE--PROG 2/2" or "INSUFFICIENT FUEL" is displayed:
Compare the Fuel Quantity Indicating System (FQIS) total fuel
quantity and the FMC calculated fuel remaining (based on fuel flow)
with estimated fuel usage data.
If a fuel leak is suspected, turn off the center wing pumps and
close the crossfeed valve(s)* (tank-to-engine fuel feed
configuration). Watch for any unusual decrease in fuel tank
quantity and/or a fuel imbalance to determine if fuel is being lost.
If an engine fuel leak is confirmed (either visually or by flight
deck indications), shut down the affected engine to stop the leak
and retain the remaining fuel. After shutdown of the affected
engine, resume normal fuel management procedures. All remaining
fuel can be used for the operating engine. Use FQIS to determine
fuel remaining.
* if installed
FAA APPROVED 05-11-01
D6T11321
Code
0000
Section 3.2
Page 4A
BOEING
AIRPLANE FLIGHT MANUAL
NON-NORMAL PROCEDURES
E L E C T R O N I C
E N G I N E
C O N T R O L
N O R M A L
M O D E
I N O P E R A T I V E
(E E C)
If either EEC normal mode becomes inoperative and flight conditions
permit, retard both thrust levers to a mid position and place both
EEC switches to alternate (ALTN) mode.
E N G I N E
O V E R H E A T
If an engine overheat is indicated, turn off that engine bleed air
switch and reduce thrust until the ENG OVHT light extinguishes. If
the condition cannot be corrected by reducing thrust, shut down the
engine.
E N G I N E
I N O P E R A T I V E
L A N D I N G
For manual landings, use flaps 20 and speed VREF 20 for landing
approach. Do not use autothrottles. Use flaps 5 for go-around.
Override GPWS flap warning.
For automatic landings use flaps 30 or flaps 25. For landing
approach speed use VREF + Gust + 1/2 reported wind, not less than
VREF + 5 or greater than VREF + 20. Use flaps 20 for go-around. Do
not use auto-throttle.
I N A D V E R T E N T
F L I G H T
R E V E R S E
T H R U S T
I N
If engine is inadvertently placed in reverse thrust, assure that
reverse thrust lever is full down.
With no yaw, loss of airspeed, or buffet, operate engine normally.
With yaw, loss of airspeed, or buffet, shut down the affected
engine. Do not extend leading edge slats. Extend trailing edge
flaps to flaps 20, and fly VREF 30 + 30 knots for landing.
FAA APPROVED 04-28-22
D6T11321
Code
00AL
Section 3.2
Page 5
S19867
S19869
S19871
BOEING
AIRPLANE FLIGHT MANUAL
NON-NORMAL PROCEDURES
W I N D O W
H E A T
Turn window heat on prior to takeoff and operate throughout flight.
If window heat fails in flight, cycle the window heat switch OFF for
10 seconds, then back ON. If the window heat will not reset, turn
the heater OFF.
If a window fault such as cracking, delamination, shattering, or
arcing occurs, shut off the heat to that window.
E Q U I P M E N T
C O O L I N G
S Y S T E M
If a smoke condition is indicated, select OVRD.
If an overheat condition is indicated, select STBY.
If an overheat condition reoccurs, select OVRD.
With EQUIPMENT COOLING MONITOR (visual indicator or pressure
switches) installed:
Avionics and electrical equipment will continue to be
adequately cooled.
Without EQUIPMENT COOLING MONITOR (visual indicator or pressure
switches) installed:
If all equipment cooling is lost, avionics and electrical
equipment not on standby buses are subject to failure.
Avionics and electrical equipment on standby buses are
reliable for 90 minutes. Continued flight beyond 90
minutes can result in loss of avionics and electrical
equipment.
G R O U N D
(G P W S)
P R O X I M I T Y
W A R N I N G
S Y S T E M
When a ground proximity warning occurs, aggressively pull up, apply
engine thrust and climb until the warning ceases or clear of
terrain.
When a ground proximity caution occurs, correct the flight
path/configuration so that the alert ceases.
The Ground Proximity Warning System (GPWS) Mode 4 function may be
deactivated to prevent nuisance warnings when following approved
procedures which specify landing with flaps not in normal landing
position or landing gear up.
FAA APPROVED 02-26-08
D6T11321
Code
0000
Section 3.2
Page 9
BOEING
AIRPLANE FLIGHT MANUAL
NON-NORMAL PROCEDURES
C A B I N
T E M P E R A T U R E
H O T
Required by AD 2020-04-15
AFM Cabin Temperature Hot Procedures
767 Freighter
If flight deck or main deck cargo compartment temperature is
excessively hot and could cause incapacitation:
Trim Air Switch.............................................OFF
If outlet air stays excessively hot after one minute:
Trim Air Switch.........................................ON
Pack Control Selectors (Both).......................STBY-N
If outlet air stays excessively hot after one minute:
Left Pack Control Selector.............................OFF
If outlet air stays excessively hot after one minute:
Left Pack Control Selector............................AUTO
Right Pack Control Selector............................OFF
If outlet air stays excessively hot after one minute, descend
to 10,000 ft. or minimum safe altitude, whichever is higher.
Reduce heat sources:
Utility Bus Switches (Both).......................OFF
Shoulder Heaters and Foot Heaters (All)...........OFF
When at level off, maintain 290 knots or less.
If level off above 10,000 ft.:
Oxygen Masks and Regulators........................ON
Crew Communications.........................ESTABLISH
Left Pack Control Selector..................................OFF
Manually depressurize and open outflow valve.
FAA APPROVED 05-28-20
D6T11321
Code
000F
Section 3.2
Page 9A
S19885
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.1 - GENERAL
C O N T E N T S
PAGE
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Regulatory Compliance. . . . . . . . . . . . . . . . . . . . . 2
Standard Performance Conditions. . . . . . . . . . . . . . . . 2
Performance Configuration. . . . . . . . . . . . . . . . . . . 3
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . 4
Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . 4
Temperature. . . . . . . . . . . . . . . . . . . . . . . . 5
Wind. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Takeoff Path. . . . . . . . . . . . . . . . . . . . . . . . 6
Takeoff Flight Path . . . . . . . . . . . . . . . . . . . . 7
Maximum Crosswind. . . . . . . . . . . . . . . . . . . . . . . 8
Buffet Onset Characteristics. .. . . . . . . . . . . . . . . . 8
Anti-Skid Inoperative Takeoff Performance. . . . . . . . . . . 8
Performance Conditions and Procedures. . . . . . . . . . . . . 9
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Refused Takeoff . . . . . . . . . . . . . . . . . . . . . . 10
Climbout. . . . . . . . . . . . . . . . . . . . . . . . . . 11
Obstacle Clearance. . . . . . . . . . . . . . . . . . . . . 12
Landing Field Length. . . . . . . . . . . . . . . . . . . . 13
Flap Retraction Speed Schedule . . . . . . . . . . . . . . . . 14
Takeoff Weight Determination Procedure . . . . . . . . . . . . 15
Introduction. . . . . . . . . . . . . . . . . . . . . . . . 15
Field Length Limited Performance. . . . . . . . . . . . . . 15
Climb Limited Performance . . . . . . . . . . . . . . . . . 15
Tire Speed Limited Performance. . . . . . . . . . . . . . . 16
Obstacle Clearance Limited Performance. . . . . . . . . . . 16
Takeoff Weight Determination Procedure Flow Diagram. . . . . . 17
Takeoff Weight Determination Procedure. . . . . . . . . . . 18
ENVIRONMENT ENVELOPE . . . . . . . . . . . . . . . . . . . . . 19
WIND COMPONENT . . . . . . . . . . . . . . . . . . . . . . . . 20
RECOMMENDED TAKEOFF STABILIZER SETTING . . . . . . . . . . . . 21
Position Corrections – Primary Static Source . . . . . . . . . 22
- ALTERNATE STATIC SOURCE (FLAPS UP). . . . . . . . . . . . 23
- ALTERNATE STATIC SOURCE (ALL FLAPS) . . . . . . . . . . . 24
TEMPERATURE CONVERSION . . . . . . . . . . . . . . . . . . . . 25
1G STALL SPEEDS
GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . 26
GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . 27
CRUISE MANEUVERING CAPABILITY. . . . . . . . . . . . . . . . . 28
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 11-25-03
D6T11321
Code
0003
Section 4.1
Page 1
V06990
S19901
S19904
S19907
S19993
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.1 - GENERAL
D E F I N I T I O N S (Continued)
WIND
Wind Velocity - The actual wind velocity at a 10 meter height
reported from the tower and corrected by the wind component chart
to a headwind or tailwind component parallel to the flight path.
TAKEOFF PATH
The takeoff path assumes failure of the most critical engine at VEF
and extends from a standing start to a point where the airplane is
at least 1,500 feet above the takeoff surface and has achieved the
enroute configuration and final climb speed.
The performance charts divide the takeoff path into segments
representing distinct changes in airplane configuration, airspeed,
and engine thrust as defined below. Some of these definitions are
abbreviated versions of those appearing in FAR Parts 1 and 25; the
appropriate regulations should be consulted for complete details.
Clearway - An obstacle-free area beyond the takeoff runway which
can be used as a part of the takeoff distance available.
Stopway - An area beyond the takeoff runway capable of supporting
the airplane in an aborted takeoff which can be used as part of the
accelerate-stop distance available. To be applicable for use with
this manual, the surface characteristics of the stopway must not
differ substantially from those of the runway.
Takeoff Distance Required - The greater of: (1) the distance to
takeoff and climb to a height of 35 feet with a failure of the
critical engine at VEF, or (2) 115 percent of the distance to
takeoff and climb to a height of 35 feet with all engines operating.
FAA APPROVED 03-14-06
D6T11321
Code
0000
Section 4.1
Page 6
S20047
S20053
S20644
S20647
S20650
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N D I T I O N S
P R O C E D U R E S (Continued)
A N D
OBSTACLE CLEARANCE
PROCEDURES
When engine failure occurs prior to V2, and the takeoff weight is
obstacle limited, maintain V2 up to the gross height required for
obstacle clearance.
If an engine failure occurs after V2, maintain speed at engine
failure (V2 + 15 knots maximum) up to the gross height required for
obstacle clearance.
When the height selected for initiation of flap retraction is
limited due to distant-obstacle considerations, initiate flap
retraction and accelerate to final takeoff climb speed while
maintaining constant altitude and initial takeoff thrust setting.
Continue final takeoff climb to 1,500 feet above runway elevation,
or to the minimum gross height required for obstacle clearance, at
final takeoff climb speed and maximum continuous thrust.
NOTES:
If an engine failure occurs, the airplane should be leveled
off, and flaps retracted at the selected level-off height,
only if the limiting obstacle is beyond the Third Segment.
The height selected for initiation of flap retraction may be
limited by available performance as described under Takeoff
Flight Path. Vertical clearance of either close-in or
distant obstacles in the intended flight path must be
established by reference to the appropriate obstacle
clearance charts.
FAA APPROVED 11-06-01
D6T11321
Code 0000
Section 4.1
Page 12
S20655
S20660
S20663
S20666
S20668
S28661
²
.0/ 1 2 3 4 5 687 9;: < = >@? A B C D E
D
Z
[
\
]
^
E
F
_
G
H
`
I
J
a
K
L
b
M
N
c
O
d
P
Q
e
R
S
T
U
f
V
W
g
X
Y
h
i
j
k
l
m
n
o
p
q
r
s
t
u
v
¡
¢
£
¤
w
x
y
z
#
$
%
&
'
(
)
~
*
+
,
-
!
/
0
1
2
3
4
5
6
7
¸
½
¹
¾
º
»
¼
¿
8
À
Á
9
:
;
<
=
>
?
@
A
Â
] ^
¬­
©ª
"
_`
®¯
\
Ã
«
Ä
Å
(
YZ[
)
*
+
#
WX
B
,
Æ
¦
}
c
°±
|
¥
.
ab
{
§
¨
©ª
«
¬
Ç
-
C
.
È
­
/
0
1
TUV
É
Ê
Ë
2
Ì
Í
3
4
5
Î
RS
¨
¥§¦
w x £¤
u v ¡¢
6
¡
OPQ
LMN
®
¯
°
±
²
³
Ð
µ
Ò
¶
ê
ë
ì
í
î
ï
ð
()*
%&'
"#$
!
¿À
¼½º ¾»
¹
¸
|}~ µ¶·
yz{ ³ ´
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
è
é
ê
ë
ì
í
î
ï
ð
ñ
e
ò
ü
ó
ý
þ
Õ
Ö
ô
õ
ö
÷
g
h
ù
f
ø
ÿ
i
j
k
l
m
n
o
ò
º
Ô
û
d
×
ñ
ú
+,-
Ó
·
é
9
Ñ
8
´
Ï
7
¢
»
¼
½
:
;
<
=
!
"
$
>
¿
ó
ô
õ
ö÷
ø
&
?
@
'
ù
A
B
C
D
E
F
%
¾
G
ú
û
ü
ý
þ
H
I
J
ÿ
K
|}~
À
Á
£
¤
¥
¦
§
¨
©
ª
´
«
µ
¶
¬
·
­
¸
®
¯
°
±
²
³
¹
Â
Ô
å
æ
ç
è
á
â
ã
ä
Þ
ß
à
Û
Ü
Ý
Ø
Ù
Ú
Õ
Ö
p
Q R SUT V W X Y Z [ \
08-05-02
Ò
Ó
Ð
Ñ
Î
Ï
Ì
Í
É
Ê
Ë
Æ
Ç
È
Ã
Ä
Å
×
q
r
s
] ^ _;` a b ced
t
u
v
w
x
y
z
{
f g h iUj k l m
F G H I0J K L npo q
MNOP rst
S28666
;=< > ? @ A B CED FHG I J KML N O P Q R
®
$
¿¾
¹
º
é
»
ê
¼
ë
½
ì
í
¾
¿
î
ï
À
%
Á
ð
ò
Ä
ó
ô
±
'
Ã
°
²
³
´
µ
¶
·
¸
&
Â
ñ
¯
(
Å
)
Æ
õ
Ç
*
È
ö
É
÷
ø
+
Ê
Ë
ù
ú
Î
ý
þ
!
-
Í
ü
,
Ì
û
.
"
Ð
Ñ
ÿ
¼½
#
/
Ï
Ò
Ó
Ô
Õ
Ö
×
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
è
º»
¬ ¸· ¹
©ª«
§¨ ¶
£¤¥¦ ³´ µ
¯°±²
­®
0
1
8
2
9
3
:
4
5
;
6
<
7
=
>
?
èé
æå ç
ã ä
{|}~
Þßàáâ
Ü Ý
ÈÉÊËÌÍ
¥
¦
§
Û
¡
uvwxyz
¡¢
«
¬
­
¢
¤
ØÙÚ
opqrst
ÆÇ ÔÕÖ×
ÄÅ
ÑÒÓ
ÀÁÂ Ã ÎÏÐ
£
¨
©
ª
hijklmn
@
H
A
I
B
J
C
K
D
E
L
F
G
:
89
67
M
^ _ `ba c d e f g h i
45
23
N
01
11-20-00
O
P
Q
R
S
./
T
U
V
j k lHm n o prq
W
,X
Y
Z
[
\
*+
]
^
_
()
`
a
b
c
d
e
&'
f
$%
"#
!
g
S T U V=W X Y
s t u vMw x y z {}| ~
Z[\]
r
BOEING
AIRPLANE FLIGHT MANUAL
P O S I T I O N
C O R R E C T I O N S
Primary Static Source
Positions corrections for speed and altitude using the primary
static source are negligible. Existing minor corrections are
incorporated into the performance charts where appropriate and
further corrections are unnecessary.
Alternate Static Source
Position corrections for speed and altitude are necessary when using
the alternate static source. Positions corrections for speed and
altitude, when the pneumatic standby airspeed indicator and
pneumatic standby altimeter are installed, are provided by the
charts titled Position Corrections. Positions corrections for speed
and altitude, when the Integrated Standby Flight Display is
installed, are provided by the charts labeled Position Corrections –
Integrated Standby Flight Display.
FAA APPROVED 12-20-02
D6T11321
Code
0001
Section 4.1
Page 22
S28686
mon
åçæ è é ê ë ì íïî ðòñ ó ô õ÷ö ø ù ú û ü
¦
'
(
)
*
+
,
§
¨
-
klj
Æ
Ô
fg
XW
È
É
Ê
Ë
Ì
Í
Î
Ï
³
Ð
´
.
µ
Ñ
Ò
¶
·
¸
«
¬
­
/
2
º
°
1
¹
¯
0
®
»
3
¼
4
5
6
e
Õ
Ö
×
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
7
8
!
9
"
#
$
%
&
:
½
¾
¿
À
Á
Â
Ã
Ä
Å
Ó
! " # $ % & ' (
) * + ,- . / 0 1 2 3 45 6 7 8 9 : ; < A = > B ? @ C
D E F G H I J K L M N O P QR ST U V W X Y ^ Z [ _ \ ] `
hi
cd
Ç
²
ª
±
©
á
â
ã
ä
å
æ
ç
è
é
ê
ë
ì
í
î
ï
ð
ñ
ò
ó
ô
õ
ö
÷
ø
ù
ú
û
ü
ý
þ
ÿ
UV
ST b a
QR
OP ]_`^
1 2 [\
/ 0 YZ
© ª«
}~
;
{
¬ ­®
;
|
;
;
;
;
;
;
;
;
¯ °±
wxy
;
;
;
;
¡ ¢£ ¤ ¥ ¦ §
;
;
;
;
¨
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
z
ÄÅ Æ
> |}
;<= yz {
vw x
9: u
678 rst
345 p q
¾¿À
»¼½
N
¸¹º
MNL
£¤¥
P
Q
R
S
T
JK I
GH
CDFE
<
<
<
<
<
<
<
<
<
<
<
ËÌ
AB
=>?@ABC
ab
<
<
<
<
<
<
<
<
<
<
ÍÎ
Ï
âã ä
ßàá
<
<
µ¶·
²³´
Y
Z
12-20-02
[
\
qrst
ij
]
^
uvwx
kl
<
<
yz{|
<
<
} ~
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
ÜÝÞ
_
X
<
gh
ef
cd
<
¡¢
G
W
<
I
DEF
V
<
M
H
U
<
ÉÊ
L
O
mno p
ÇÈ
JK
?@
ÁÂÃ
pqrstuv
`
ÙÚÛ
a
b
c
d
e
f
g
h
Ö×Ø
i
j
k
l
m
n
ÓÔÕ
ÐÑÒ
o
! "$# % & '
ý þ ÿ (*) +
,-.
S30009
êëìí
æçèé
ãäå
õ
ßàáâ
ØÙÚÛÜ ö÷øù
ÝÞþÿûúüý
ôòó
ïîðñ
07-05-05
¨
¯°
©ª«¬­®
§
¡¢£¤¥¦
~
ñ
ô
Ï
Ô
×
ð
îï
ó
ò
ö
õ
÷ø
Ð
Î
Ó
ÑÒ
Ö
Õ
Ù
Ø
ÚÛ
ìí
ÌÍ
Á
Â
¡
Ã
¢
±
o
²
p
Ä
£
Å
¤
³
q
è
È
<
é
¥
>
6
í
;
7
3
§
î
8
t
4
ê
(
0
æ
)
Û
5
ë
1
u
*
¨
ç
Ü
+
.
ã
Ý
è
v
/
Þ
ä
+
å
Å
Æ
È
¶
·
É
2
¸
:
-
Ë
=
9
'
Ê
Ç
µ
ª
´
©
¦
ì
é
ê
É
s
Ê
r
ë
Ë
,
ß
à
,
å
-
æç
ÆÇ
á
.
¹
w
/
â
Ý
à
0
Þ
á
º
x
â
1
ß
ã
Û
2
Ì
»
«
y
Ü
ä
¼
z
å
Ñ
°
3
4
5
½
æ
{
6
ä
Ä
¾
|
Í
¬
ç
7
è
9
¿
}
8
é
Î
­
À
~
ê
Ï
®
ë
Ð
¯
í
ì
âã
ÂÃ
ÿ
"
#
D
E
F
G
H
I
J
K
L
é
åæçè
ä
àáâ
É
Ê
Á
Ë
Ì
Í
Î
Ø
Ï
Õ
Ù
Ò
Ö
Ð
¾
Ú
Ï
Ó
×
Ì
¿
Ñ
Ð
Ô
É
Í
Ñ
Ò
Ê
Î
Ç
Ë
È
Ó
Ô
Õ
Ö
½
×
Ø
Ù
Ú
¼
S
Z[
TUVWXY
MNOPQR
KL
÷
ò
øù
óôõö
îïð
á
î
ï
ý
Þ
ð
þ
ú
ß
ñ
ÿ
û
ò
÷
ü
ø
ô
ù
ó
õ
ñ
ô
ö
õ
ò
ó
ö
ï
ð
÷
ø
Ý
ù
ú
û
ü
ý
þ
Ü
ÿ
d
kl
efghij
c
\]^_`ab
úûüý
þÿ
ý
þ
û
ü
(
%
)
"
&
*
#
'
$
!
ú
!
"
#
$
ù
&
%
u
|}
vwxyz{
t
mnopqrs
¢£ ¤ ¦ § ¨ © ª ­ ®¯ ±
² ³ ´ µ ¶ · ¥¸ ¹ º » ¼ «½ ¬¡ ¾ ¿° À Á  Ã
ñ
êëìí
à
\ ] ^ _ ` a b c d e f g hx i j k
l m n o p q rs t uv w [ y z { | }
ã
ÜÝÞß
È
À
9: ; = > ? @ A D EF H
I J K L M N <O P Q R S BT C8 U VG W X Y Z
!
M
²
°
µ
³´
¸
·
»
º
V
U
Y
X
\
Z[
_
]
b
`a
e
d
h
g
±
¶
¹
T
W
^
c
f
N
¬
P
O
¯
®
S
R
­
Q
P
Q
©
L
ª«
O
N M
â
^
ã
_
ä
`
Ò
N
Ó
O
å
a
t
u
æ
b
Ô
!
P
¦
I
v
Õ
Q
§¨
JK
ç
c
"
q
è
Ö
d
R
#
r
é
e
×
S
$
s
Ä
Å
Ø
T
ê
f
Æ
n
Á
ë
Ù
g
U
o
Â
£
}
F
ì
h
p
Ã
¥
~
GH
¤
%
¾
Ú
V
¿
k
*
À
Û
l
W
»
m
í
Ü
i
X
¼
&
Ý
Y
½
ò
n
h
¸
C
¹
Þ
i
Z
'
j
µ
¡¢
|
º
E D
ß
[
î
j
¶
µ
e
.
(
·
f
¶
à
)
\
¸
g
/
i
·
¹
ï
k
á
]
j
0
k
³
ð
l
l
º
1
´
»
m
¼
ñ
m
¡
@
½
2
c
z{
n
AB
¾
d
o
3
¿
$
p
q
À
4
%
r
s
5
Á
&
Ç
Â
t
6
Ã
ÅÆ
Í
ÉÊËÌ È
ÁÂÃÄ
'
Ä
u
7
(
x
v
;
w
y
?
Å
Ç
x
Æ
<
)
=
*
y
{
z
¸
>
+
+
Õ
º
,
?
,
Û
×ØÙÚ
Ó
ÎÏÐÑ
À
¼½¾¿
¹
¶·
±²³´
Ö
Ô
Ò
»
µ
-
-
@
v
p
9
:
;
<
=
>
?
@
A
w
A
.
B
/
0
C
D
1
E
2
t
n
u
o
3
`
a
4
F
|
]
b
}
|
^
}
~
5
M
~
Z
_
y
z
6
[
{
w
\
W
l
x
G
7
V
X
s
m
8
W
Y
T
X
U
Y
H
9
V
Z
Q
I
:
R
S
[
J
\
]
O
K
P
^
j
r
k
_
L
`
a
b
c
d
e
°
±
­
²
®
ª
¯
«
¬
§
¨
©
¤
¢
¥
£
¦
¡
¤
¢
¥
£
¦
§
¨
©
ª
«
¬
­
®
¯
~
q
°
±
i
! "# %
& ' ( ) * + , - . / 0 1 2 3$ 4 5 6 7
8
f
h g
²
´
³
N
KL
G
EF
D
B
@A
>?
<=
:;
M
IJ
H
C
*
)
(
!
#
$
"
'
&
%
ýþÿ
ûü
øùú
ö÷
óôõ
?
<=>
9:
78
345
012
-./
6
;
,
U
ST
QR
NO
LM
JK
HI
FG
E
CD
AB
@
>?
=
;<
9:
78
6
5
4
23
01
/
-.
+,
P
!
*+
'()
"#$%
&
HIJ
@ABCDEFG
Ö×
ÒÓÔÕ
ÏÐÑ
ÌÍÎ
ÈÉÊË
ÄÅÆÇ
BC
S28690
S30144
S30173
S39262
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.2 – ENGINE DATA
CONTENTS
PAGE
Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Takeoff Power Setting . . . . . . . . . . . . . . . . . . . . . . 2
Go-Around Power Setting . . . . . . . . . . . . . . . . . . . . . 2
Inflight Power Setting. . . . . . . . . . . . . . . . . . . . . . 3
TAKEOFF POWER SETTING . . . . . . . . . . . . . . . . . . . . . . 4
GO-AOURND POWER SETTING . . . . . . . . . . . . . . . . . . . . . 5
INFLIGHT POWER SETTING . . . . . . . . . . . . . . . . . . . . . 6
INFLIGHT RESTART ENVELOPE . . . . . . . . . . . . . . . . . . . . 7
Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . 8
Configuration. . . . . . . . . . . . . . . . . . . . . . . . . 8
Certificated 14 CFR Part 36, Stage 4 Noise Levels. . . . . . . 8
Statement of Chapter 4 Equivalency . . . . . . . . . . . . . . 8
Noise Characteristics Applicability. . . . . . . . . . . . . . 8
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 04-28-22
D6T11321
Code
3GLF
Section 4.2
Page 1
S20750
S20759
S30182
S28715
S30187
S28729
S30432
S30494
S28747
BOEING
AIRPLANE FLIGHT MANUAL
NOISE
CHARACTERISTICS
CONFIGURATION
Engines:
Model:
Nacelle Treatment:
CF6-80C2B6F with N1 Modifier
767-300 Series
Basic Configuration Including Inlet and Fan Duct Treatments
CERTIFICATED 14 CFR PART 36, STAGE 4 NOISE LEVELS
The following noise levels were established using test data obtained and
analyzed under procedures of 14 CFR Part 36. This aircraft complies with 14
CFR Part 36, Stage 4 noise level requirements.
STATEMENT OF CHAPTER 4 EQUIVALENCY
The following noise levels comply with Part 36, Appendix B, Stage 4 maximum
noise level requirements and were obtained by analysis of approved data from
noise tests conducted under the provision of Part 36, Amendment 36-28. The
noise measurement and evaluation procedures used to obtain these noise levels
are considered by the FAA to be equivalent to the Chapter 4 noise level
required by the International Civil Aviation Organization (ICAO) in Annex 16,
Volume I, Appendix 2, Amendment 7, effective March 21, 2002
NOISE CHARACTERISTICS APPLICABILITY
No determination has been made by the Federal Aviation Administration that the
noise levels of this aircraft are, or should be, acceptable or unacceptable
for operation at, into, or out of, any airport.
Noise levels are determined by entering the graphs at the maximum weights
defined under Certificate Limitations in the Airplane Flight Manual.
FAA APPROVED
08-19-13
D6T11321
CODE
4B6F
SECTION
4.2
PAGE 8
S21333
S21341
S21350
S28767
S30504
S30518
S30527
S28772
S30814
S30894
S30944
S30986
S30996
S31006
S31016
S31050
S31087
S32372
S32381
S32389
S32397
S32584
S32592
S21384
S21540
S33249
S33265
S33644
S33746
S33759
S33820
S40289
S40299
S40308
S40318
S40327
S40338
S21554
S21556
S34147
S34181
S34188
S34200
S34231
S34240
S21562
S21566
S34265
S43091
S21574
S21581
S21587
S21593
S21788
S21789
S34418
S34434
S34707
S41033
S41047
S41081
S29424
S29437
S35077
S21805
S21822
S24198
S24204
S24217
S24222
S24224
S29513
S24226
S29514
S24229
S24234
S28149
S29515
S28152
S28155
S28156
S28160
S28162
S28173
S28177
S28179
S28180
S28187
S28197
S28198
S35125
S35148
S35483
S35538
S35577
S36390
06-03-05
06-03-05
S36458
S29526
S36757
S36772
S36793
S36938
S36959
S36983
S42030
S29551
S42035
S29565
S28211
S28227
S28242
S28249
S28251
S37660
S37676
S42070
S37723
S37732
S37884
S29894
S28266
S28271
S42236
S42243
S42251
S42259
S42390
S29908
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.12 - APPROACH AND LANDING CLIMB
C O N T E N T S
PAGE
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APPROACH CLIMB
(FLAPS 20) . . . . . . . . . . . . . . . . . . . . . . . . . 4
LANDING CLIMB
(FLAPS 25). . . . . . . . . . . . . . . . . . . . . . . . . 5
(FLAPS 30). . . . . . . . . . . . . . . . . . . . . . . . . 6
MAXIMUM LANDING WEIGHT, CLIMB LIMITS
APPROACH FLAPS 20, LANDING FLAPS 25 and 30. . . . . . . . . 9
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 07-18-03
D6T11321
Code
0010
Section 4.12
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
G E N E R A L
Charts on the following pages present approach and landing climb
gradients and maximum landing weights as limited by climb
performance.
The speed schedules shown on the Approach and Landing Climb charts
are those at which the gradients were calculated in accordance with
FAR 25.121(d) and 25.119.
The ice correction on the charts accounts for maximum probable
performance effects of ice remaining on the airplane surfaces
without anti-ice protection. The correction applies when operating
in icing conditions during any part of the flight, unless the
forecast temperature at the destination airport is high enough
(above 10 deg C or 50 deg F) to ensure that the ice will melt off
prior to approach and landing.
The climb limited landing weight can be increased by operating with
A/C packs off. This information is included to permit a showing of
compliance with FAR 25.1001(c) and 25.1533(a)(2) when allowable
takeoff weights are increased by using A/C packs off for takeoff.
This information may also be used to schedule higher allowable
landing weights provided approach and landing procedures are
modified to assure that A/C packs are turned off prior to the point
where a go-around might be initiated. See Normal Procedures.
FAA APPROVED 07-08-03
D6T11321
Code
0100
Section 4.12
Page 2
¯°±²
«¬­®
¨©ª
È
¤¥¦§
»¼½¾
¡¢£ ¿ÀÁ
Å ÇÃÄÆ Â
¹·¸º
´³µ¶
10-01-03
a
bcdef
[\]^_`
JKLMN
DEFGH
UVWXYZ
I
>?@ABC
OPQRST
Ä
7
Ë
ÉÊ
ÇÈ
ÅÆ
Ã
ÁÂ
À
¾¿
¼½
»
¹º
·¸
89:;<=
3456 2
=
>
?
@
C
E
<
A
B
D
+
01
®
¶
µ
³´
±²
¯°
­
«¬
ª
¨©
¦§
¤¥
\ ^]
Y [Z
V WX
S UT
R
QP
NO
ML
KJ
HI
FG
_ `a
b cd
7
0
3
12
./
,-
:;
89
6
45
Ù Ú Û Ü Ý Þ â ß ã àä á å æ ç è é ê
9: ;
67 8
!
345
"
#
$
%
01 2
ÍÎÏÐÑÒÓÔ ÕÖ×Ø
&
- ./
*+,
' ()
$%&
!"#
ð
ñ
ò
ó
ô
õ
ö
÷
ø
ù
ú
û
ü
ý
þ
ÿ
ÉÊ ËÌ ë ì í î ï ð ñ ò ó ô
õ ö÷ø ù úûü ýþ ÿ
g
h
Þ
×
ÚÛ
Ù
ÜÝ
Ø
ÕÖ
ÓÔ
ÑÒ
Ð
ÎÏ
ÌÍ
z{|}~
uvwxy
pqr
ijklmno
st
wxy
{|z
~}
uvt
ß
à
sqr
á
â
ã
ä
å
æ
*
)
&'
$%
"#
!
(
ç
úûüýþÿ
óôõö÷øù
íîïðñò
çèéêëì
àáâãäåæ
è
é
opn lmk
ê
ÙÚÛÜÝÞ
ÒÓÔÕÖ×Ø
ÌÍÎÏÐÑ
ÅÆÇÈÉÊË
¾¿ÀÁÂÃÄ
¶·¸¹º»¼½
ß
!"
ë
¦
ì
´µ
®¯°±²³
§¨©ª«¬­
¢£¤
¡
¥
í
hij
î
£
ï
¢
¡
q
}~
z{
xy
w
uv
t
rs
op
lm
jk
i
gh
|
n
efg
f
]
./
*+,-
$%&'
()
#
[
e
cd
ab
_`
\
Z
XY
VW
TU
RS
PQ
NO
K
IJ
H
FG
DE
BC
@A
>?
<=
^
LM
S42415
D. D. Davis
09/10/03
10
10-01-03
S42431
D. D. Davis
09/10/03
10
10-01-03
NO
LM
JK
HI
FG
E
a
c
V
Q
d
D
BC
A
b
`
?@
>
<=
:;
W
U
T
RS
P
10-01-03
\
^_
]
Z[
XY
ç
à
ãä
åæ
â á
ß
ÝÞ
ÚÛÜ
Ù
×Ø
ÕÖ
ÌÍ
ÏÐ
¿
Â
½¾
Á À
Å
Ä Ã
È
Ç Æ
Ë
Ê É
Î
Ñ
Ô
Ó Ò
º
»¼
u
v
w
¥
·
x
¸¹
¦
y
§
z
~
¨
{
©
|
ª
}
´
«
¶
µ
¬
­
®
¯
±
°
³
²
±
²
®
è
¯°
é
ê
ë
i
ì
µ
j
í
¶
«
k
­ ¬
î
·
l
m
¸
n
ï
¹
o
ð
º
p
ñ
ª
ò
»
¼
½
ó
q
¾
r
ô
s
¿
õ
t
À
©
¨
ö
Á
÷
Â
ø
ù
¦§
ú
¥ ¤
£
¢
ÿ
þ
%
ý
¡
û
ü
$
e
#
"
!
f
g
h
|
D
}~
HI
G
EF
BC
@A
>?
<=
;
9:
78
56
34
-
x
12
0
./
+,
)*
'(
%&
#$
yz{
s
"
!
w
uv
t
]^
Z[
XY
W
UV
T
RS
OP
MN
L
JK
\
Q
¡
¢
£
r
o
¤
p
mn
kl
j
gh
ef
q
i
d
c
_`a
b
*+
,-
) &'(
"#$% !
{|}~
tuvwxyz
nopqrs
hijkl
cdefg
[\]^_`
TUVWXYZ
MNOPQRS
m
ab
ùúûüýþÿ
óôõö÷ø ò
íîïðñ
çèéêëì
àáâãäåæ
ÚÛÜÝÞß
ÓÔÕÖ×ØÙ
¨
®
ÍÎÏÐÑÒ
Ë
ÃÄÅÆÇÈÉÊ
½¾¿ÀÁÂ
¶·¸¹º»¼
¯°±²³´µ
©ª«¬­
§
£¤¥
¡¢
Ì
¦
5678
./01234
KL
GHI
E
@ABCD
=>?
9:;<
J
F
89
67
45
3
12
0
./
-
+,
*
()
&'
³´
SECTION 4.13 - LANDING FIELD LENGTH AND SPEED
C O N T E N T S
PAGE
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Landing. . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Wheel Brakes . . . . . . . . . . . . . . . . . . . . 2
Maximum Quick Turnaround Weight . . . . . . . . . . . . . . . 3A
LANDING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . 4
LANDING FIELD LENGTH, ANTISKID OPERATIVE
(FLAPS 25). . . . . . . . . . . . . . . . . . . . . . . . . 5
LANDING FIELD LENGTH CORRECTIONS, ANTISKID INOPERATIVE
(FLAPS 25). . . . . . . . . . . . . . . . . . . . . . . . . 6
LANDING FIELD LENGTH, ANTISKID OPERATIVE
(FLAPS 30). . . . . . . . . . . . . . . . . . . . . . . . . 7
LANDING FIELD LENGTH CORRECTIONS, ANTISKID INOPERATIVE
(FLAPS 30). . . . . . . . . . . . . . . . . . . . . . . . . 8
MAXIMUM QUICK TURNAROUND WEIGHT
(FLAPS 25). . . . . . . . . . . . . . . . . . . . . . . . . 9
(FLAPS 30). . . . . . . . . . . . . . . . . . . . . . . . . 10
STOPPING DISTANCE WITH AUTOMATIC WHEEL BRAKES. . . . . . . . . 11A
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED
D6T11321
Code
3TNF
Section 4.13
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
LANDING FIELD LENGTH AND SPEED
G E N E R A L
The charts on the following pages present landing speeds, landing
field length requirements, landing field length corrections with the
antiskid system inoperative, maximum landing weights for the brake
energy at which the wheel thermal plugs will remain intact, and
stopping distance with automatic wheel brakes. Brake part numbers
(P.N.) in the same category produce equal braking performance, and
Maximum Quick Turnaround Weight charts that are labeled for one
category can be used for all brakes in that category. This does not
allow interchangeability of the brakes themselves.
Category C:
A U T O M A T I C
Boeing P.N. S160T300-12, -14, -15, -18, -19
L A N D I N G
The following is provided as guidance material which may be used for
compliance with AC 120-28C or 120-28D when the antiskid system and
thrust reversers are operative:
When using autoland during Category III operations, the landing
field length is 115 percent of the dry non-autoland landing field
length determined from the LANDING FIELD LENGTH charts.
A U T O M A T I C
W H E E L
B R A K E S
The STOPPING DISTANCE WITH AUTOMATIC WHEEL BRAKES chart is provided
for guidance information only in the selection of the most desirable
autobrake setting for the field length available. It is not to be
used to determine required landing field length.
The automatic wheel brake system is designed to improve the consistency and smoothness of the landing roll-out by modulating brake
pressure to achieve a selected deceleration rate. Use of the system
is optional and does not relieve the pilot of the responsibility to
assure a safe stop within the available runway length.
The automatic wheel brake system is triggered at touchdown by
landing gear truck tilt and main gear wheel spin-up. Therefore, a
delay in lowering the nose gear will not delay application of the
brakes. The MAX AUTO setting applies a brake pressure necessary to
achieve the highest level of fixed deceleration; full antiskid
braking pressure is provided by the MAX AUTO setting only if the
runway conditions are such that this deceleration level cannot be
achieved. Therefore, the MAX AUTO setting may not achieve the
minimum stopping distance that is available with maximum manual
braking. The use of reverse thrust is demonstrated to have no
adverse effects on autobrake stopping distances.
FAA APPROVED 11-07-00
D6T11321
Code
0102
Section 4.13
Page 2
S28314
S28317
S38466
S38476
S29965
S42559
S29972
S29988
S29999
100
12-17-04
R. Sugawara
11/16/04
S42598
S94778
S94779
S94780
S94781
S94782
S94783
S94784
S94785
S94788
S94789
S94791
S94792
S94793
S94794
S94795
S94796
S94798
S94799
S94800
S94801
S94802
S94808
S94810
S94812
S94815
S94816
S94818
S94822
S94823
S94824
S94825
S94826
S94827
S94828
S94830
S94832
S97194
S94833
S94836
S94837
S94838
S94839
S94840
S94841
S94842
S94843
S94844
S94845
S94846
S94847
S94848
S94849
S97460
S97464
S97465
S97466
S97467
S97468
S97469
S97195
S97196
S97470
S97471
S97563
S97567
S97569
S97570
S97571
S97197
S97573
S97574
S97198
S97379
S97575
S97576
S97577
S97578
S97380
S97600
S97601
S97602
S97381
S97382
S97383
S97604
767
Airplane Flight Manual
REVISION HIGHLIGHTS
Revision 2 to Appendix 29 to D6T11321 dated 03-24-16.
The engineering developed and the FAA certification provided by Airplane
Flight Manual (AFM) revisions are applicable and valid only for the
airplane in its original Boeing delivery configuration as modified by the
incorporation of approved Boeing service bulletins.
With respect to any
other modifications, it shall be the responsibility of the operator to
obtain appropriate regulatory agency approval for application of the data
provided by this AFM revision.
The purpose is to provide revised Power Setting charts for
assumed temperature with derate.
The following changes comprise this revision:
PAGE
CODE
EXPLANATION
Revision Approval
1
165037 This page uniquely identifies the approval
authority and the reference number for this
revision.
Log of Pages
1
Revised to reflect pages changed in this
revision.
Section 4
6
2F00
Revised Takeoff Power Setting Assume Temperature
Reduce Thrust with updated chart.
6
3F00
Revised Takeoff Power Setting Assume Temperature
Reduce Thrust with updated chart.
6A
2F00
Revised Takeoff Power Setting Assume Temperature
Reduce Thrust with updated chart.
6A
3F00
Revised Takeoff Power Setting Assume Temperature
Reduce Thrust with updated chart.
( )
D6T11321
Page 1
S16144
767
Airplane Flight Manual
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 165037 in the code
column for the Revision Approval page.
Date 03-24-16
D6T11321
Reference 165037
Revision Approval
Page 1
767
Airplane Flight Manual
Log of Pages
Appendix 29
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 2
Page
Title
Code
1
Date 03-24-16
Date
03-28-89
Page Code
Section 4
Date
(Cont'd)
*
*
03-24-16
03-24-16
6A 2F00
6A 3F00
Page
Code
Date
Revision Approval
*
1
165037 03-24-16
Log of Pages
*
1
03-24-16
Contents
1
03-28-89
Introduction
ii
03-28-89
Section 1
1
2
03-28-89
03-28-89
Section 2&3
3
03-28-89
Section 4
*
*
4
5
6
6
2F00
3F00
03-28-89
03-28-89
03-24-16
03-24-16
* = Revised Pages
FAA Approved 03-24-16
D6T11321
Appendix 29
Page 1
Last Page
S16146
S16148
S16149
S16150
S16151
S16152
S16153
ApV
AIRPLANE FLIGHT MANUAL
PERFORMANCE
1. DO NOT USE AN ASSUMED TEMPERATURE IN SHADED REGION OF CHART A.
PROCEDURES 2. DETERMINE ∆% CORR. N1 FROM CHART B USING THE SUM OF THE APPROPRIATE ∆%N1 BLEED ADJUSTMENTS.
TAKEOFF POWER SETTING
3. ENTER CHART C WITH ASSUMED OAT TO DETERMINE TEMPERATURE RELATION TO ISA. DETERMINE BOTH THE PERCENT
CORRECTED N1 AND THE MAXIMUM PERCENT CORRECTED N1 FROM CHART D.
4. REDUCE THE PERCENT CORRECTED N1 FROM STEP 3 BY THE ∆% CORR. N1 FROM STEP 2.
5. SELECT THE LOWER PERCENT CORRECTED N1 FROM STEP 4 OR THE MAXIMUM PERCENT CORRECTED N1 FROM STEP 3.
6. REDUCE THE SELECTED PERCENT CORRECTED N1 FROM STEP 5 BY THE APPROPRIATE ∆% CORRECTED N1 FROM CHART E.
7. ENTER CHART C WITH ACTUAL AIRPORT OAT TO DETERMINE TEMPERATURE RELATION TO ISA. DETERMINE BOTH THE
PERCENT CORRECTED N1 AND THE MAXIMUM PERCENT CORRECTED N1 FROM CHART D.
8. REDUCE THE PERCENT CORRECTED N1 FROM STEP 7 BY THE ∆% CORR. N1 FROM STEP 2.
9. SELECT THE LOWER PERCENT CORRECTED N1 FROM STEP 8 OR THE MAXIMUM PERCENT CORRECTED N1 FROM STEP 7.
10. REDUCE THE SELECTED PERCENT CORRECTED N1 FROM STEP 9 BY THE APPROPRIATE ∆% CORRECTED N1 FROM CHART E.
11. ENTER CHART E WITH THE PERCENT CORRECTED N1 FROM STEP 10 AND DETERMINE MAXIMUM THRUST REDUCTION
∆% CORRECTED N1. REDUCE PERCENT CORRECTED N1 FROM STEP 10 BY THIS ∆% CORRECTED N1.
12. DETERMINE PERCENT N1 GAGE FROM CHART F USING THE HIGHER PERCENT CORRECTED N1 FROM STEP 6 OR STEP 11.
ASSUMED TEMPERATURE REDUCED THRUST
WITH OR WITHOUT ADDITIONAL DERATE
APPROVED
DATE
GROSVENOR 02–05–16
–80
–100
–120
–140
AIRPORT OAT – DEG. F
767
CF6–80C2B6F
V. HILL
20
–10
–40
–70
–1
–2
–2
5
0
13
–1
%N1
0
0 20 40 60 80 100 120 140 160 180 200
ACTUAL AIRPORT OR ASSUMED OAT – DEG. F
NO ANTI–ICE ∆%N1
ADJUSTMENT IF
ANTI–ICE INITIATED
IN THIS REGION
–2
0
WING ANTI–ICE
–1
ENGINE ANTI–ICE
0
2
4
6
8 10
PRESSURE ALTITUDE – 1000 FT.
FAA APPROVED 03-24-16
D6T11321
CODE 2F00
SECTION 4
0
PRESSURE ALTITUDE – FT.
15000
14000
12000
10000
8000
6000
4000
108
2000
106
0
104
MAXIMUM PERCENT
CORRECTED N1
–2000
102
100
98
94
NO ADJUSTMENT FOR ADP BLEED
–2
–65o F
110
CHART D
96
BLEED ADJUSTMENTS
50oF
112
0
20 40 60 80 100
ASSUMED OAT – DEG. F
–80 –60 –40 –20
50
10
0
PERCENT CORRECTED N1
–60
15
CHART A
–70
–40
114
ACTUAL AIRPORT
OAT – DEG. F
% CORR. N1
–20
116
CHART B
%N1
0
PRESS. ALT. – 1000 FT.
20
TI
TU
15
DE
00
1
–
2
10 00 0
FT
0
8
0
.
0
0
6
0
0
0
0
14
20400000
00
0
–2 0 00
00
0
40
AL
60
RE
80
CHART C
SU
TEMPERATURE RELATION TO ISA – DEG. F
P.C. K629006002 APP. 29
D041T507–1
PG. 6
100
ES
120
PR
140
A/C NORMAL FLOW
0
5 10 15
PRESS. ALT. – 1000 FT.
PAGE 6
92
90
88
86
–140 –120 –100 –80 –60 –40 –20
0 20 40 60 80
TEMPERATURE RELATION TO ISA – DEG. F
100 120 140
ApV
AIRPLANE FLIGHT MANUAL
PERFORMANCE
1. DO NOT USE AN ASSUMED TEMPERATURE IN SHADED REGION OF CHART A.
PROCEDURES 2. DETERMINE ∆% CORR. N1 FROM CHART B USING THE SUM OF THE APPROPRIATE ∆%N1 BLEED ADJUSTMENTS.
TAKEOFF POWER SETTING
–30
GROSVENOR 02–05–16
–40
DATE
–50
–70
10
–10
–30
–50
–70
–1
–2
–2
60
–1
%N1
0 10 20 30 40
ASSUMED OAT – DEG. C
NO ANTI–ICE ∆%N1
ADJUSTMENT IF
ANTI–ICE INITIATED
IN THIS REGION
–55o C
80
90
WING ANTI–ICE
–1
ENGINE ANTI–ICE
D6211321
CODE 3F00
SECTION 4
0
PRESSURE ALTITUDE – FT.
15000
14000
12000
10000
8000
6000
4000
108
2000
106
0
104
MAXIMUM PERCENT
CORRECTED N1
–2000
102
100
98
94
0
–2
110
CHART D
96
NO ADJUSTMENT FOR ADP BLEED
0
2
4
6
8 10
PRESSURE ALTITUDE – 1000 FT.
FAA APPROVED 03-24-16
70
BLEED ADJUSTMENTS
10oC
–2
60
112
0
0
%N1
10
0
5
–80
–60 –50 –40 –30 –20 –10
0 10 20 30 40 50
ACTUAL AIRPORT OR ASSUMED OAT – DEG. C
AIRPORT OAT – DEG. C
V. HILL
767
CF6–80C2B6F
APPROVED
–60
15
CHART A
PERCENT CORRECTED N1
–20
114
ACTUAL AIRPORT
OAT – DEG. C
–60
–10
116
CHART B
% CORR. N1
0
PRESS. ALT. – 1000 FT.
10
TU
DE
15
–
0
12 00
FT
10 000
.
00
8
0
40 600000 0 14
2 00
00
0
–2 0 000
00
0
20
TI
30
AL
TEMPERATURE RELATION TO ISA – DEG. C
P.C. K629006003 APP. 29
D041T507–1
PG. 6
40
RE
50
CHART C
SU
60
ES
70
PR
80
3. ENTER CHART C WITH ASSUMED OAT TO DETERMINE TEMPERATURE RELATION TO ISA. DETERMINE BOTH THE PERCENT
CORRECTED N1 AND THE MAXIMUM PERCENT CORRECTED N1 FROM CHART D.
4. REDUCE THE PERCENT CORRECTED N1 FROM STEP 3 BY THE ∆% CORR. N1 FROM STEP 2.
5. SELECT THE LOWER PERCENT CORRECTED N1 FROM STEP 4 OR THE MAXIMUM PERCENT CORRECTED N1 FROM STEP 3.
6. REDUCE THE SELECTED PERCENT CORRECTED N1 FROM STEP 5 BY THE APPROPRIATE ∆% CORRECTED N1 FROM CHART E.
7. ENTER CHART C WITH ACTUAL AIRPORT OAT TO DETERMINE TEMPERATURE RELATION TO ISA. DETERMINE BOTH THE
PERCENT CORRECTED N1 AND THE MAXIMUM PERCENT CORRECTED N1 FROM CHART D.
8. REDUCE THE PERCENT CORRECTED N1 FROM STEP 7 BY THE ∆% CORR. N1 FROM STEP 2.
9. SELECT THE LOWER PERCENT CORRECTED N1 FROM STEP 8 OR THE MAXIMUM PERCENT CORRECTED N1 FROM STEP 7.
10. REDUCE THE SELECTED PERCENT CORRECTED N1 FROM STEP 9 BY THE APPROPRIATE ∆% CORRECTED N1 FROM CHART E.
11. ENTER CHART E WITH THE PERCENT CORRECTED N1 FROM STEP 10 AND DETERMINE MAXIMUM THRUST REDUCTION
∆% CORRECTED N1. REDUCE PERCENT CORRECTED N1 FROM STEP 10 BY THIS ∆% CORRECTED N1.
12. DETERMINE PERCENT N1 GAGE FROM CHART F USING THE HIGHER PERCENT CORRECTED N1 FROM STEP 6 OR STEP 11.
ASSUMED TEMPERATURE REDUCED THRUST
WITH OR WITHOUT ADDITIONAL DERATE
A/C NORMAL FLOW
0
5 10 15
PRESS. ALT. – 1000 FT.
PAGE 6
92
90
88
86
–80 –70 –60 –50 –40 –30 –20 –10
0 10 20 30 40
TEMPERATURE RELATION TO ISA – DEG. C
50
60
70
80
ApV
AIRPLANE FLIGHT MANUAL
PERFORMANCE
TAKEOFF POWER SETTING
112
–10
–14
–16
DE
–
T
OA
T
RP
OR
15
98
96
94
92
MAXIMUM THRUST
REDUCTION
85
AI
100
AL
10
90
88
86
90 95 100 105 110 115
PERCENT CORRECTED N1
84
82
767
CF6–80C2B6F
APPROVED
DATE
GROSVENOR 02–05–16
–12
102
20
–8
5
V. HILL
80
78
70
50 60
4
3 0
20 0
–6
104
10
82
FAA APPROVED 03-24-16
D6T11321
CODE 2F00
SECTION 4
12 130
1
1
10 0 0
0
80 90
–4
0
TU
–2
106
% THRUST DERATE
AC
0
108
CHART E
PERCENT N1 GAGE
2
% CORRECTED N1
P.C. K629006A02 APP. 29
D041T507–1
PG. 6
110
F
114
CHART F
G.
ASSUMED TEMPERATURE REDUCED THRUST
WITH OR WITHOUT ADDITIONAL DERATE
(CONTINUED)
PAGE 6A
84
86
88
90
92
0 0
–1 0
–2 0
–3 0
–4 0
–5 0
–6 0
–7
94 96 98 100 102 104 106 108 110 112 114
PERCENT CORRECTED N1
ApV
AIRPLANE FLIGHT MANUAL
PERFORMANCE
TAKEOFF POWER SETTING
–10
–14
–16
–
T
OA
T
OR
RP
15
98
96
94
92
MAXIMUM THRUST
REDUCTION
85
90
88
86
90 95 100 105 110 115
PERCENT CORRECTED N1
84
82
V. HILL
80
78
D6T11321
CODE 3F00
SECTION 4
50
30
10
0
0
–1
82
FAA APPROVED 03-24-16
60
AI
100
AL
10
767
CF6–80C2B6F
APPROVED
DATE
GROSVENOR 02–05–16
–12
102
20
–8
5
20
–6
104
40
–4
0
TU
–2
106
% THRUST DERATE
AC
0
108
CHART E
PERCENT N1 GAGE
2
% CORRECTED N1
P.C. K629006A03 APP. 29
D041T507–1
PG. 6
110
C
112
G.
114
CHART F
DE
ASSUMED TEMPERATURE REDUCED THRUST
WITH OR WITHOUT ADDITIONAL DERATE
(CONTINUED)
PAGE 6A
84
86
88
90
92
0
–2
0
–3
–40
–50
–60
94 96 98 100 102 104 106 108 110 112 114
PERCENT CORRECTED N1
767
Airplane Flight Manual
REVISION HIGHLIGHTS
Revision 5 to Appendix 36K to D6T11321 dated 10-01-03.
The engineering developed and the FAA certification provided by Airplane
Flight Manual (AFM) revisions are applicable and valid only for the
airplane in its original Boeing delivery configuration as modified by the
incorporation of approved Boeing service bulletins.
With respect to any
other modifications, it shall be the responsibility of the operator to
obtain appropriate regulatory agency approval for application of the data
provided by this AFM revision.
The purpose of this revision is to remove performance data for
Approach Climb with flaps 5 and 15 and replace it with data with
flaps 20. This performance more accuratly reflects actual
airplane operations.
Additionally, Section 4.12 ice correction forecast temperatures
at the destination airport have been changed from above "8 deg C
or 46 deg F" to "10 deg C or 50 deg F" to be consistent with the
definition of icing conditions in the Certificate Limitations
section.
The following changes comprise this revision:
PAGE
CODE
EXPLANATION
Revision Approval
1
034325 This page uniquely identifies the approval
authority and the reference number for this
revision.
Log of Pages
1
Revised to reflect pages changed in this
revision.
Section 4.12
1
A36
Deleted information regarding gradient
corrections on approach for flaps 5 and 15 and
replaced with greadient corrections for approach
flaps 20.
D6T11321
Page 1
767
Airplane Flight Manual
REVISION HIGHLIGHTS
Revision 5 to Appendix 36K to D6T11321 dated 10-01-03.
PAGE
CODE
EXPLANATION
Section 4.12
7
7FAP
This page replaces page code 7AAM. This chart
provides maximum Landing Weight Climb data for
approach flaps 20 and landing flaps 25 and 30.
8
7AAM
This page has been deleted.
( )
D6T11321
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
APPENDIX 36K
LANDING GEAR
EXTENDED
CF6-80C2B6/B6F
767-300
FAA APPROVED 07-20-01
D6T11321
Code A36K
Title
Page 1
767
Airplane Flight Manual
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 034325 in the code
column for the Revision Approval page.
Date 10-01-03
D6T11321
Reference 034325
Revision Approval
Page 1
767
Airplane Flight Manual
Log of Pages
Appendix 36K
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 5
Date 10-01-03
Page
Title
Code
Date
1
A36K
07-20-01
Page Code
Section 4.5
1
11
A36
7AAM
Date
Page
Code
Date
07-22-96
12-05-89
Revision Approval
Section 4.9
*
1
034325 10-01-03
1
33
34
37
38
41
44
46
47
Log of Pages
*
1
10-01-03
Contents
1
2
A36
A36
07-20-01
07-20-01
Introduction
1
A36
A36
A36
07-20-01
07-22-96
07-20-01
1
3
8
A36
A36
3AAA
3000
07-22-96
12-05-89
04-14-88
Section 4.12
*
*
Section 4
1
07-22-96
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
12-05-89
Section 4.11
Section 1&2&3
1
2
A36
4AAM
4AAM
4AAN
7AAM
7AAM
7AAM
4AAM
4AAA
1
7
A36
7FAP
10-01-03
10-01-03
07-22-96
Section 4.1
1
A36
07-22-96
* = Revised Pages
FAA Approved 10-01-03
D6T11321
Appendix 36K
Page 1
Last Page
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . .
1
SECTION 1 - CERTIFICATE LIMITATIONS
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type of Airplane Operation . . . . . . . . . . . . . . . . . . .
Operational Limits . . . . . . . . . . . . . . . . . . . . . . .
Maximum Operating Limit Speed (Vmo). . . . . . . . . . . . . . .
1
1
1
2
SECTION 2 - EMERGENCY PROCEDURES
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . .
2
SECTION 3 - OPERATING PROCEDURES
Flight Management Computer System (FMCS) . . . . . . . . . . . .
Severe Turbulent Air Penetration . . . . . . . . . . . . . . . .
Stabilizer Trim. . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
SECTION 4 - PERFORMANCE
Performance Adjustments. . . . . . . . . . . . . . . . . . . . .
1
SECTION 4.1 - GENERAL
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Configuration. . . . . . . . . . . . . . . . . . . .
Performance Conditions and Procedures. . . . . . . . . . . . . .
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Retraction Speed Schedule . . . . . . . . . . . . . . .
Takeoff Weight Determination Procedure . . . . . . . . . . .
1
1
1
1
1
1
SECTION 4.5 - TAKEOFF CLIMB LIMITS
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FINAL TAKEOFF CLIMB LIMITS . . . . . . . . . . . . . . . . . . . 11
SECTION 4.9 - OBSTACLE CLEARANCE
Assumed Climb Technique. . . . . . . . . . . . . . . . . . . . . 1
Flight Path Chart Presentation and
Obstacle Clearance Analysis Procedure. . . . . . . . . . . . . 1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Takeoff Climb. . . . . . . . . . . . . . . . . . . . . . . . . 1
CLOSE-IN OBSTACLE CLEARANCE. . . . . . . . . . . . . . . . . . . 33
DISTANT OBSTACLE CLEARANCE . . . . . . . . . . . . . . . . . . . 34
OBSTACLE DISTANCE TRADE LINES. . . . . . . . . . . . . . . . . . 37
MAXIMUM LEVEL-OFF HEIGHT . . . . . . . . . . . . . . . . . . . . 38
THIRD SEGMENT DISTANCE . . . . . . . . . . . . . . . . . . . . . 41
FINAL TAKEOFF CLIMB. . . . . . . . . . . . . . . . . . . . . . . 44
GRADIENT CORRECTIONS
TAKEOFF CLIMB. . . . . . . . . . . . . . . . . . . . . . . . . 46
FINAL TAKEOFF CLIMB. . . . . . . . . . . . . . . . . . . . . . 47
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 07-20-01
D6T11321
Code
A36
Contents
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
SECTION 4.11 - ENROUTE
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENROUTE CLIMB WEIGHTS (FOR POSITIVE NET GRADIENT). . . . . . . .
ENROUTE CLIMB SPEEDS . . . . . . . . . . . . . . . . . . . . . .
SECTION 4.12 - APPROACH AND LANDING CLIMB
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAXIMUM LANDING WEIGHT (CLIMB LIMITS)
APPROACH FLAPS 5, LANDING FLAPS 25 . . . . . . . . . . . . .
APPROACH FLAPS 15, LANDING FLAPS 30. . . . . . . . . . . . .
1
3
8
1
7
8
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 07-20-01
D6T11321
Code
A36
Contents
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
I N T R O D U C T I O N
This appendix contains Certificate Limitations, Procedures and
Performance for operation with landing gear extended. Airplane
performance with CF6-80C2B6/B6F engine rating is the base to which
the performance adjustments in this appendix are applied.
FAA APPROVED 07-20-01
D6T11321
Code
A36
Introduction
Page 1
S16397
BOEING
AIRPLANE FLIGHT MANUAL
CERTIFICATE LIMITATIONS
M A X I M U M
O P E R A T I N G
L I M I T
S P E E D
Limitations are unchanged except:
VMO and MMO are reduced to 270 KIAS and .73 Mach.
The airspeed indicator and Mach-airspeed warning switch must be
reprogrammed for VMO and MMO.
SECTION 2 - EMERGENCY PROCEDURES
Emergency Procedures are unchanged except as amended herein.
E M E R G E N C Y
D E S C E N T
Procedures are unchanged except:
Target Speed - 270 KIAS.
SECTION 3 - OPERATING PROCEDURES
Operating Procedures are unchanged except as amended herein.
S E V E R E
T U R B U L E N T
A I R
P E N E T R A T I O N
The conditions for severe turbulent air penetration are unchanged
except the recommended airspeed for flight in severe turbulence is
VREF +70 knots IAS.
F L I G H T
(FMCS)
M A N A G E M E N T
C O M P U T E R
S Y S T E M
The Flight Management Computer System (FMCS) does not contain
special provisions for operation with landing gear extended. As a
result, the FMCS will generate inaccurate enroute speed schedules,
display non-conservative predictions of fuel burn, estimated time of
arrival (ETA), and maximum altitude, and compute overly shallow
descent path.
To obtain accurate ETA predictions, gear down cruise speed and
altitude should be entered on the CRZ page of the Control and
Display Unit (CDU). Appropriate gear down speeds should also be
entered on the CLB and DES page and a STEP SIZE of zero should be
entered on the PERF INIT or CRZ page. Use of the VNAV during
descent, under these circumstances is not recommended.
S T A B I L I Z E R
T R I M
For flight at center of gravity positions near the aft limit with
the gear down, the nose down stabilizer trim authority available
through the control wheel stabilizer trim switch may be insufficient
to trim flaps up flight. Consequently, the use of the manual trim
levers may be required to accomplish trim.
FAA APPROVED 07-20-01
D6T11321
Code
A36
Section 1&2&3 Page 2
S16399
S16401
S16405
S27193
S16406
S24122
S24123
S26867
S24124
S24138
S24171
S26868
S26911
S16408
S51233
S27195
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.12 - APPROACH AND LANDING CLIMB
G E N E R A L
Maximum landing weight climb limits with landing gear extended are
determined from the appropriate Maximum Landing Weights Climb Limits
chart (this section). To obtain approach and landing climb
gradients with landing gear extended, adjust the gradients read from
the charts in the basic manual by the values listed below.
Condition
Flaps
Gradient Correction (%)
Approach
20
-1.95
Approach
(Icing Conditions)
20
-2.35*
Landing
(Icing Conditions)
25
30
- .60*
- .55*
* These corrections account for maximum ice accumulation on the
extended landing gear and are in addition to the ice accumulation
decrements shown on the Approach and Landing Climb charts.
FAA APPROVED 10-01-03
D6T11321
Code
A36
Section 4.12
Page 1
bcde
^_`a
[\]
m
{
WXYZ
PQRS nopq
TUV rst
x zvwy u
ljk
gfhi
10-01-03
Ø
Ñ
ÔÕ
Ó
Ö×
Ò
Ð
ÎÏ
ËÌÍ
Ê
ÈÉ
ÆÇ
!"
%#$
('&
ÿ
Ù
¿À Á ÂÃ Ä ÅÆÇ ÈÉ Ê ËÌ
Ú
Û
Ü
Ý
Þ
ü
þ ý
ß
à
á
â
û
ã
ä
å
æ
ú
ù
ç
è
Ï Ð Ñ Ò Ó Ô Õ Ö × Ø Ù Ú Û Ü
é
ê
÷ø
ë
½
¾
¿
ö õ
À
Á
A
y
Â
EF
D
BC
?@
=>
;<
9:
8
67
45
23
01
}
z{|
Ã
ô
ó
*
*
u
Ä
./
-
+,
()
&'
$%
"#
!
vwx
)
Å
(
'
&
%
$
ì
#
p
~
t
rs q
í
î
"
!
ñò
Z[
WX
UV
T
RS
Q
OP
LM
JK
I
GH
Y
N
o
l
ïð
m
jk
hi
g
de
bc
n
f
a
` _
\]^
xyz{|}~
qrstuvw
klmnop
efghi
`abcd
XYZ[\]
QRSTUVW
JKLMNOP
j
^_
ýþÿ
ö÷øùúûü
ðñòóôõ ï
êëìíî
äåæçèé
ÝÞßàáâã
×ØÙÚÛÜ
ÐÑÒÓÔÕÖ
¥
«
ÊËÌÍÎÏ
È
ÀÁÂÃÄÅÆÇ
º»¼½¾¿
³´µ¶·¸¹
¬­®¯°±²
§¨©ª
¤
¡¢
É
¦
£
|} ~ ¡ ¢ £ ¤ ¥ ¦ §¨ © ª
« ¬ ­ ® ¯ ° ± ² ³´ µ ¶· ¸¹ º » ¼ ½ ¾
89:;
4567
23
1/0
,-.
)*+
º
¸¹
³´
±²
®¯
¬­
ª«
»¼
¶·
µ
°
¥¦
£¤
¢
¨©
§
¡
2345
+,-./01
HI
DEF
B
=>?@A
:;<
6789
G
C
NO ÍÎ
JKLM
GHI
DEF
@ABC
<=>?
767
Airplane Flight Manual
REVISION HIGHLIGHTS
Revision 5 to Appendix 43K to D6T11321 dated 02-10-04.
The engineering developed and the FAA certification provided by Airplane
Flight Manual (AFM) revisions are applicable and valid only for the
airplane in its original Boeing delivery configuration as modified by the
incorporation of approved Boeing service bulletins.
With respect to any
other modifications, it shall be the responsibility of the operator to
obtain appropriate regulatory agency approval for application of the data
provided by this AFM revision.
The purpose of this revision is to remove the note refering to
the Third Segment Distance (Full Rated-Derated) chart. This
chart does not exist in this appendix.
The following changes comprise this revision:
PAGE
CODE
EXPLANATION
Revision Approval
1
044702 This page uniquely identifies the reference
number for this revision.
Log of Pages
1
Revised to reflect pages changed in this
revision.
Section 4.9
5
A43
Removed the note that refers to the Third Segment
Distance (Full Rated-Derated) chart.
( )
D6T11321
Page 1
S16660
767
Airplane Flight Manual
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 044702 in the code
column for the Revision Approval page.
Date 02-10-04
D6T11321
Reference 044702
Revision Approval
Page 1
767
Airplane Flight Manual
Log of Pages
Appendix 43K
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 5
Page
Title
Code
1
Date 02-10-04
Date
08-14-91
Revision Approval
*
1
044702 02-10-04
Log of Pages
*
1
02-10-04
Contents
1
2
Page Code
Section 4.2
1
2 3G00
2A 3G00
Date
07-03-91
07-03-91
07-03-91
Section 4.4
1
2 7GAN
2A 7GAN
*
07-03-91
08-14-91
08-14-91
Section 4.5
09-01-92
07-03-91
1
2
7GAM
Page Code
Section 4.9
07-03-91
08-14-91
1
2
3
4
5
6
7
8
9
10
11
Date
07-03-91
07-03-91
07-03-91
07-03-91
02-10-04
07-03-91
08-14-91
07-03-91
07-03-91
07-03-91
07-03-91
A43
4GAM
7GAM
4GAN
4GAN
4GAM
4GAM
Section 4.10
1
Introduction
07-03-91
Section 4.6
Section 4.12
1
07-03-91
Section 1&2&3
1
Section 4
07-03-91
Section 4.1
1
2
A43
0G00
07-03-91
Section 4.7
07-03-91
1
1
01-11-01
07-03-91
1
2
3
4
5
6
7
8
9
0G00
0G00
4GAM
7GAM
7GAM
07-03-91
07-03-91
07-03-91
07-03-91
07-03-91
07-03-91
07-03-91
08-14-91
08-14-91
* = Revised Pages
FAA Approved 02-10-04
D6T11321
1
2A 4GAM
3 4GAM
4 7GAM
07-03-91
10-01-03
07-03-91
10-01-03
Appendix 43K
Page 1
Last Page
S16572
S16573
S16574
S16575
S16577
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.1 - GENERAL
U S E
O F
T H E
C H A R T S
The charts in this appendix provide the performance information necessary
for operation at Derate 1 and Derate 2. Only the performance information
which is different from the basic manual or appropriate appendix is
included in this appendix.
The majority of the charts in this appendix relate the derated performance
to the full rated performance in the basic manual or appropriate appendix.
These performance relationships are for a common airplane configuration,
i.e., the same flap detent, A/C pack configuration, etc. The exceptions to
this are the Takeoff Derate Power Setting, the Obstacle Distance Trade
Lines, and the Minimum V1 for Control on the Ground, V1(MCG), charts whose
usage is independent of the full rated values.
T A K E O F F
W E I G H T
P R O C E D U R E
D E T E R M I N A T I O N
The Takeoff Weight Determination Procedure defined in the basic manual or
appropriate appendix is modified when determining performance at the derated
engine ratings. The following flow diagram shows in simplified steps this
modified procedure for determining the scheduled takeoff gross weight and
associated speeds for a given set of airplane, airport, and atmospheric
conditions. The more detailed procedures are defined in the appropriate
sections of the basic manual or appropriate appendix and this appendix.
R E C O M M E N D E D
T A K E O F F
S T A B I L I Z E R
S E T T I N G
For derate operation, the following stabilizer trim increments should be
applied to the applicable Recommended Takeoff Stabilizer Setting chart in
the basic manual. If the following Boeing Service Bulletins are installed
(or the production equivalents), these increments are included in the trim
value calculated by the FMC Recommended Takeoff Stabilizer Trim Function
when Derate 1 or Derate 2 is selected:
1) Flight Management Computer System Product Improvement Package (PIP),
"NAVIGATION - POSITION COMPUTING - FLIGHT MANAGEMENT COMPUTER SYSTEM PRODUCT IMPROVEMENT PACKAGE (PIP)", or
2) Pegasus FMC installation, “NAVIGATION – FLIGHT MANAGEMENT COMPUTING –
FLIGHT MANAGEMENT COMPUTER SYSTEM – PEGASUS FMC INSTALLATION WITH
CONTROL DISPLAY UNIT” (or “ HYBRID MULTIPURPOSE DISPLAY UNIT
CONFIGURATION”).
Stabilizer Trim Increment*
Thrust Derate
Increment, Units of Trim
Derate 1 – 10%
+1/2
Derate 2 – 20%
+1
* Not to exceed the Greenband limit of 7 units.
FAA APPROVED 01-11-01
D6T11321
Code
A43
Section 4.1
Page 1
S27253
S16579
S25697
S25704
S16580
S20149
S20150
S16581
S20151
S16582
S16583
S16585
S16632
S27336
S16633
S27308
S27309
S16664
S16666
S16635
S16636
S16637
S16638
BOEING
AIRPLANE FLIGHT MANUAL
O B S T A C L E
C L E A R A N C E
P R O C E D U R E (Continued)
8.
A N A L Y S I S
Obstacle in Third Segment.
a)
Follow the procedure of Section 4.9 from the basic manual
or appropriate appendix to determine the full rated
obstacle clearance limited gross weight.
NOTE: When constructing the Maximum Level-Off Height line
on the Distant Obstacle Clearance chart use the
Maximum Level-Off Height (Full Rated - Derated) chart,
in this section.
b)
Enter the Takeoff Climb Limits (Full Rated - Derated)
chart, in Section 4.5 of this appendix, with the full rated
obstacle limited takeoff gross weight, Step 8(a), and
Derate 1 or Derate 2 as appropriate. Read derated obstacle
limited takeoff gross weight.
9. Obstacle in Final Segment.
Follow the procedure of Section 4.9 from the basic manual or
appropriate appendix.
NOTE:
Find the derated final takeoff climb gradient by entering
the Final Takeoff Climb (Full Rated-Derated) chart, this
section, with the full rated final takeoff climb gradient
obtained directly from the Final Takeoff Climb Chart in
the basic manual or appropriate appendix. Read derated
final takeoff climb gradient. Apply the appropriate
correction (bank angle, wind and gross height) if
required, using the Gradient Corrections (Final Takeoff
Climb) chart in the basic manual or appropriate appendix.
FAA APPROVED 02-10-04
D6T11321
Code
A43
Section 4.9
Page 5
S25715
S20152
S27317
S27320
S25719
S25721
S16640
S16641
µ¶·¸¹
¯°±²³´
¤¥¦§¨©ª ÂÃÄÅÆÇ
Ì ÊËÈÉ
ÎÍ
«¬­®
ÏÐ
Á
»Àº¼½¾¿
10-01-03
l
n
\
g
h
i
VWXYZ[ j
RS TU
MNOPQ L k
HIJK
?@ABCDEFG
m
o
f
e
%
&
'
(
)
*
+
d
,
-
!
.
á â ã ä å æ êéç ë èì í î ï ð ñ ò
"
/
#
$
0
4
5
6
7
8
9
:
;
<
=
>
?
@
p q r s t u v wxy z { | } ~
c
b
a
`
3
ÕÖ×ØÙÚÛÜ ÝÞßà
01
$ %&' ()
_
*
^
ÑÒ ÓÔ ó ô õ ö ÷ ø ù úû ü ý þ ÿ
+ ,-. /
]
2345
7968
!"# ;<=: ¡
> ¢£
12
S25723
ÿ
ûüýþ
ôõö÷øùú
10-01-03
ß
Ø
ÚÛÜ
ÝÞ
Ù
ÕÖ
ÐÑÒÓÔ
ÉÊËÌÍÎ
ÄÅÆÇÈ
×
Ï
¡
£
¢
¤¥
0 1 2 3 4 59 6 : 7; 8 < = > ? @ A
t f u g v h w i x j y k z l m { n o |p } q ~ r s
¦
§
¨
©
ª
«
¬
­
$ % & ' ( ) * + , - . /
®
¯
°
~ |}
±
²
³
´
µ
¶
·
¸
¹
z{
y
º
»
¼
½
$
%
¾
&
'
¿
(
À
)
*
Á
wx
v
Â
Ã
!
"
#
tu
s
! "# B C D E F G H I J K LM NO P Q
R S T U V W X Y Z[ \ ]^ _` a b c d e
qr
p
o mn
ij
kl
h efg
abcd `
Z[\]^_
V
RSTU
P
KLMN
WXY
Q
O
?
GHI
DEF
ABC
=>
9:;
7
23456
/01
+,-.
@
<
8
J
òó
íîïðñ
çèéêëì
àáâãäåæ
S43009
S43010
S17072
S43011
S43012
S43013
S17076
S17077
S17078
S20415
S20483
S20416
S20485
S20484
S20487
S20486
S17079
S20488
V16417
V16419
S79099
V16420
V16421
S79103
S78502
S78503
V05582
V16422
S79106
S79122
S79123
S79125
S79124
S79127
V16425
V16426
V16427
V16428
V16430
V16431
REVISION HIGHLIGHTS
Revision 111 to Appendix 82A to D6T11321 dated 03-02-23.
The engineering developed and the FAA certification provided by Airplane
Flight Manual (AFM) revisions are applicable and valid only for the
airplane in its original Boeing delivery configuration as modified by the
incorporation of approved Boeing service bulletins.
With respect to any
other modifications, it shall be the responsibility of the operator to
obtain appropriate regulatory agency approval for application of the data
provided by this AFM revision.
The purpose of this revision is to provide Airplane Flight Manual
(AFM) coverage, as well as associated appendices, for follow-on
delivery of Airplane Serial Number (ASN) 66865.
The following changes comprise this revision:
PAGE
CODE
EXPLANATION
Revision Approval
1
229399 This page uniquely identifies the approval
authority and the reference number for this
revision.
Log of Pages
1
Revised to reflect pages changed in this
revision.
App. Apl. & AFM-DPI
1
A82A
Revised Airplane Serial Number Applicability
section to add ASNs 63130, 63132, 63133, 66865
and 66866.
2
A82A
Added ASNs 63130, 63132, 63133, 66865 and 66866
to the CF6-80C2B6F at 10% and 20% Derate and
Alternate Forward C.G., Takeoff authorization
columns.
( )
D6T11321
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
APPENDIX 82A
AIRPLANE FLIGHT MANUAL – DIGITAL PERFORMANCE INFORMATION (AFM-DPI)
767-300 PERFORMANCE WITH CF6-80C2B6F ENGINES
FAA APPROVED 08-22-03
D6T11321
Code
Title
A82A
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
P R E F A C E
This appendix provides the additional certificate limitations,
procedures and performance to operate the Model 767-300 series
airplanes at CF6-80C2B6F engine rating using Airplane Flight Manual
– Digital Performance Information (AFM-DPI) to provide performance
data.
This appendix is also applicable to Model 767-300F series airplanes
operating at CF6-80C2B6F engine rating and using Airplane Flight
Manual – Digital Performance Information (AFM-DPI) to provide
performance data.
FAA APPROVED 06-17-19
D6T11321
Code
Preface
A82A
Page a
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 229399 in the code
column for the Revision Approval page.
Date 03-02-23
Engineering Unit Member,
Regulatory Administration,
Boeing Commercial Airplanes
D6T11321
Reference 229399
Revision Approval
Page 1
Log of Pages
Appendix 82A
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 111
Date 03-02-23
Page
Title
Code
Date
Page Code
Section 2&3
Date
1
A82A
08-22-03
1
08-22-03
Preface
D000
Section 4
a A82A
06-17-19
Revision Approval
1
D000
04-28-22
Page Code
Section 4.1
Date
(Cont'd)
24 30AB
24A 30AC
24A 10AC
25 0000
28 10AA
28 30AA
04-14-88
07-05-05
06-24-03
10-30-86
01-04-93
03-31-93
Section 4.1
Section 4.2
*
1
229399 03-02-23
Log of Pages
*
1
03-02-23
App. Apl. & AFM-DPI
*
*
1 A82A
2 A82A
2A A82A
3 D300
03-02-23
03-02-23
09-03-21
10-27-10
Contents
1
D001
08-22-03
Introduction
1
D001
04-06-04
Section 1
1
2
D001
D000
10-12-12
08-22-03
1 D001
2 D300
2A D300
3 D001
3A D000
4 D000
5 D000
6 D000
7 D000
8 D000
8A D300
9 0300
10 0000
11 0000
12 D000
13 D000
14 D000
19 0102
20 0000
21 3AAM
21 1AAM
22 0001
23 00AA
23A 10AC
24 10AB
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
08-22-03
03-10-10
10-30-86
10-01-85
09-30-82
08-22-03
08-22-03
08-22-03
07-08-02
10-30-86
11-20-00
11-20-00
12-20-02
10-30-86
12-20-02
02-19-88
* = Revised Pages
FAA Approved 03-02-23
D6T11321
1 D001
2 D000
7 0600
8 0F00
8A 0F00
08-22-03
08-22-03
03-30-88
03-09-95
03-09-95
Section 4.13
1
2
3
D000
D000
D000
08-22-03
08-22-03
08-22-03
Appendix 82A
Page 1
Last Page
A I R P L A N E
F L I G H T
M A N U A L
D I G I T A L
P E R F O R M A N C E
I N F O R M A T I O N
( A F M - D P I )
D E S C R I P T I O N
The following is a summary description of the AFM-DPI software denoted by
the Performance Software Serial Number below. This software is only
applicable to the airplane serial numbers indicated.
Performance Software Serial Number
D6T11321.F01.G002
Model
767-300
Software Version Number
10.01.02.11
Database Version Number
003
Engine and Thrust Designation
CF6-80C2B6F
Brake Designation
Category B Not applicable
Category C Applicable to all airplanes listed on this page
Category D Applicable to all airplanes listed on this page
Airplane Serial Number Applicability
25132, 25170, 25756, 25864, 26259, 26265, 26329, 27613, 27615, 27616, 27617,
28206, 29227, 29228, 29229, 29383, 29387, 29390, 29881, 30009, 30048, 30780,
30840, 30842, 32572, 32573, 33404, 34245, 34246, 34626, 34627, 34628, 34629,
35229, 35230, 35231, 35696, 35697, 35698, 35816, 35817, 35818, 36710, 36711,
36712, 37800, 37801, 37802, 37856, 37857, 37858, 37859, 37860, 37861, 37862,
37863, 37864, 37865, 37866, 37867, 37868, 37869, 37870, 37871, 37872, 37873,
37874, 37875, 37876, 37877, 37878, 37944, 37945, 37946, 37947, 40590, 40591,
40592, 40593, 40798, 40799, 41746, 41747, 41748, 41993, 41994, 41995, 41996,
41997, 42213, 42214, 42706, 42707, 42708, 42709, 42710, 42711, 42712, 42713,
42714, 42715, 42716, 42717, 42718, 42719, 42720, 42721, 42722, 42723, 42724,
42725, 42726, 42727, 42728, 42729, 42730, 42731, 42732, 43538, 43541, 43542,
43543, 43544, 43545, 43546, 43547, 43548, 43549, 43550, 43551, 43552, 43553,
43554, 43630, 43631, 43632, 43633, 44377, 44378, 44379, 44380, 61205, 61206,
62497, 62498, 62499, 62500, 63094, 63095, 63096, 63097, 63098, 63099, 63100,
63101, 63102, 63103, 63104, 63105, 63106, 63107, 63108, 63109, 63110, 63111,
63112, 63113, 63114, 63115, 63116, 63117, 63118, 63119, 63120, 63121, 63122,
63123, 63124, 63125, 63126, 63127, 63128, 63129, 63130, 63131, 63132, 63133,
63134, 63135, 63136, 63137, 63138, 63139, 63140, 63141, 63142, 63143, 64055,
64056, 64057, 64058, 64059, 64060, 65788, 65789, 65790, 65791, 65907, 65908,
65909, 66240, 66241, 66242, 66243, 66244, 66245, 66246, 66247, 66249, 66250,
66251, 66252, 66253, 66254, 66809, 66810, 66811, 66812, 66864, 66865, 66866,
66867, 66868, 66869, 67023, 67024, 67025, 67026, 67027, 67788, 67920
Certification Basis
FAA
FAA APPROVED
D6T11321
Code A82A
App. Appl./ Page
1
AFM-DPI
A I R P L A N E
F L I G H T
M A N U A L
D I G I T A L
P E R F O R M A N C E
I N F O R M A T I O N
( A F M - D P I )
D E S C R I P T I O N (C O N T.)
Alternate Performance Capability Available
Available in AFM-DPI
235 MPH Tire Speed
Ten Minute Takeoff Thrust
Gear Down Dispatch
CF6-80C2B6F at 10% and 20% Derate
CF6-80C2B6F at 5% and 15% Derate
Alternate Forward C.G., Takeoff
Landing Performance with Antiskid/Autobrake
Control Part Number S283T001-23 Installed
Landing Performance with Antiskid/Autobrake
Control Part Number S283T001-25 Installed
Landing Performance with Antiskid/Autobrake
Control Part Number S283T001-27 Installed
FAA APPROVED
D6T11321
Authorized for
Airplane Serial Number
All except 27616, 27617, 29390,
37856 thru 37878, 37944 thru 37947
[1]
All except 27616, 27617, and 67023
thru 67027 [2]
All except airplane serial numbers
25132, 25170, 26265, 27616, 27617,
29383, 29387, 29390, 30840, 30048,
and 67023 thru 67027 [4]
Applicable to airplane serial
numbers 25132, 25170, 26259,
26265, 27616, 27617, 29390, 30009,
30840, 30842, 33404, 34628, 34629,
35229, 35816, 35817, 35818, 37856
thru 37878, 37944 thru 37947,
42706 thru 42733, 43538, 43541
thru 43554, 43630 thru 43633,
44377 thru 44380, 61205, 61206,
62497 thru 62500, 63094 thru
63143, 64055 thru 64060, 65788
thru 65791, 65907 thru 65909,
66240 thru 66247, 66249 thru
66254, 66809 thru 66812, 66864
thru 66869, 67023 thru 67027,
67788, and 67920 only [5]
Applicable to airplane serial
numbers 29228 and 29229 only [3]
All except 27616, 27617, 29390,
30842, 37856 thru 37878, 37944
thru 37947, 42706 thru 42732,
43538, 43541 thru 43554, 43630
thru 43633, 44377 thru 44380,
61205, 61206, 62497 thru 62500,
63094 thru 63143, 64055 thru
64060, 65788 thru 65791, 65907
thru 65909, 66240 thru 66247,
66249 thru 66254, 66809 thru
66812, 66864 thru 66869, 67023
thru 67027, 67788, and 67920
All
All
All
Code A82A
App. Appl./ Page
2
AFM-DPI
A I R P L A N E
F L I G H T
M A N U A L
D I G I T A L
P E R F O R M A N C E
I N F O R M A T I O N
( A F M - D P I )
D E S C R I P T I O N (C O N T.)
Alternate Performance Capability Available (Continued)
[1] Applicable to airplane serial numbers 26265 and 28206 after
incorporation of Boeing Service Bulletin 767-32-0204. Applicable to
airplane serial number 25132 after incorporation of Boeing Service
Bulletin 767-32-0232.
[2] Applicable to airplane serial number 25864 after incorporation
of Boeing Service Bulletin 767-31-0094. Applicable to airplane
serial number 26265 after incorporation of Boeing Service Bulletin
767-31-0203. Applicable to airplane serial number 28206 after
incorporation of Boeing Service Bulletin 767-31-0210. Applicable to
airplane serial number 25132 after incorporation of Boeing Service
Bulletin 767-31-0221. Applicable to airplane serial number 33404
after incorporation of Boeing Service Bulletin 767-31-0305. Not
applicable to aircraft serial number 33404 after incorporation
Boeing Service Bulletin 767-31-0363. Applicable to airplane serial
number 30840 after incorporation of Boeing Service Bulletin 767-310350. Not applicable to airplane serial number 30842 after
incorporation of Boeing Service Bulletin 767-31-0340.
[3] Applicable to airplane serial numbers 29228 and 29229 after
incorporation of Boeing Service Bulletin 767-22-0197.
[4] Applicable to airplane serial number 26259 after incorporation
of Boeing Service Bulletin 767-34-0844.
[5] Applicable to airplane serial number 26259 prior to
incorporation of Boeing Service Bulletin 767-22-0205.
FAA APPROVED
D6T11321
Code A82A
App. Appl./ Page
2A
AFM-DPI
BOEING
AIRPLANE FLIGHT MANUAL
A I R P L A N E
F L I G H T
M A N U A L
D I G I T A L
P E R F O R M A N C E
I N F O R M A T I O N
( A F M - D P I )
R E L E A S E
N O T E S
Release notes are provided in the directory
C:\'INSTALL_DIR'\DOC, where 'INSTALL_DIR' is the user-specified
installation directory (default: AFMDPI). Software release
notes are located in the file V01001BK.doc. Database release
notes describe changes (Notes & Known Problems) made to the
databases and are located in the file ‘PSSN’.DOC, where PSSN is
the performance software serial number under heading Software
Identification (e.g.: D6T11321.F01.G002.doc).
FAA APPROVED 10-27-10
D6T11321
Code D300
App. Appl./ Page
3
AFM-DPI
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
PREFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A
REVISION APPROVAL . . . . . . . . . . . . . . . . . . . . . . .
1
APPENDIX APPLICABILITY AND AIRPLANE FLIGHT MANUAL DIGITAL
PERFORMANCE INFORMATION (AFM-DPI)
AFM-DPI Description . . . . . . . . . . . . . . . . . . . . . .
Performance Software Serial Number . . . . . . . . . . . . .
Model. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Software Version Number . . . . . . . . . . . . . . . . . .
Database Version Number . . . . . . . . . . . . . . . . . .
Engine and Thrust Designation . . . . . . . . . . . . . . .
Brake Designation . . . . . . . . . . . . . . . . . . . . .
Airplane Serial Number Applicability. . . . . . . . . . . .
Certification Basis . . . . . . . . . . . . . . . . . . . .
Alternate Performance Capability Available. . . . . . . . .
AFM-DPI Release Notes. . . . . . . . . . . . . . . . . . . .
Changes . . . . . . . . . . . . . . . . . . . . . . . . . .
Software Release Notes. . . . . . . . . . . . . . . . . . .
Database Release Notes. . . . . . . . . . . . . . . . . . .
Known Problems. . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
1
1
1
1
1
2
3
3
3
3
3
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . .
1
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . .
1
SECTION 1 - CERTIFICATE LIMITATIONS
Operational Limits. . . . . . . . . . . . . . . . . . . . .
Autopilot – Flight Director . . . . . . . . . . . . . . . .
Engine Limitations. . . . . . . . . . . . . . . . . . . . . .
Engine EGT . . . . . . . . . . . . . . . . . . . . . . .
Flight Management Computer System . . . . . . . . . . . . . .
Engines . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Thrust. . . . . . . . . . . . . . . . . . . . . . .
1
1
1
1
1
2
2
SECTION 2 – EMERGENCY PROCEDURES
& SECTION 3 – OPERATING PROCEDURES. . . . . . . . . . . . . .
1
SECTION 4 – PERFORMANCE . . . . . . . . . . . . . . . . . .
1
SECTION 4.1 – GENERAL . . . . . . . . . . . . . . . . . . .
1
SECTION 4.2 – ENGINE DATA . . . . . . . . . . . . . . . . .
1
SECTION 4.13 – LANDING FIELD LENGTH . . . . . . . . . . . .
1
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 08-22-03
D6T11321
Code D001
Contents
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
I N T R O D U C T I O N
This appendix is used in conjunction with Sections 1, 2, 3 of the
basic Airplane Flight Manual. Section 4 of this appendix is used in
lieu of, and replaces in its entirety, Section 4 of the basic
Airplane Flight Manual or performance appendix. Appendices that may
be used with this appendix are shown on the Appendix Applicability
pages of the basic Airplane Flight Manual. The performance data
determined from this appendix and the AFM-DPI software may be used
in lieu of performance obtained from the basic Airplane Flight
Manual and other applicable appendices.
The AFM-DPI Performance Software Serial Number shown on the Airplane
Serial Number and Appendix Effectivity page of the basic Airplane
Flight Manual identifies the AFM-DPI software.
FAA APPROVED 04-06-04
D6T11321
Code
D001
Introduction
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 1 - CERTIFICATE LIMITATIONS
Observance of the limitations contained in
Section 1 of this appendix is required by law
The limitations in Section 1 of the basic Airplane Flight Manual are
applicable except as supplemented or amended herein.
O P E R A T I O N A L
L I M I T S
Operational limits are unchanged except:
Maximum Takeoff and Landing Altitude – 9500 feet pressure altitude.
8400 feet pressure altitude*.
Takeoff, Landing and Enroute Temperature Limits – Use Environmental
Envelope chart, page 19, Section 4.1 of this appendix.
*applicable to airplane serial number 27616, 27617, 29390
A U T O P I L O T – F L I G H T
D I R E C T O R
Do not use the Autopilot below 100 feet radio altitude at airport
pressure altitudes above 8,400 feet.
E N G I N E
L I M I T A T I O N S
ENGINE EGT
Operating Condition
Temperature Limits
Takeoff
Maximum Continuous
Starting
960° C
925° C
870° C
750° C
Time Limit
5 Minutes [1]
Continuous
Maximum transient
for 40 seconds
Unlimited
Note 1: 10 minutes allowed in the event of loss of thrust on one
engine during takeoff. If the 10 minute time limit is utilized, the
total operating time at takeoff thrust must be recorded in the
airplane flight log.
F L I G H T
(F M C S)
M A N A G E M E N T
C O M P U T E R
S Y S T E M
When operating at an alternate forward CG limit for takeoff,
disregard FMCS calculated takeoff speeds, if displayed. Determine
takeoff speeds from AFM-DPI software.
FAA APPROVED 10-12-12
D6T11321
Code
D001
Section 1
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 1 - CERTIFICATE LIMITATIONS
E N G I N E S
(Continued)
GE Model CF6-80C2B6F
ENGINE THRUST
Power setting values for full rated takeoff thrust, go-around
thrust, and maximum continuous thrust are provided by Airplane
Flight Manual – Digital Performance Information (AFM-DPI) for both
the normal and alternate thrust setting methods. These power
setting values are operational limits.
Derated takeoff thrust: Power setting values for derated takeoff
thrust are available from AFM-DPI. These power setting values are
operational limits. As a condition to the use of derated thrust,
operators must perform periodic takeoffs to ensure that the engines
are capable of producing full takeoff thrust, including full power
level angle capability, without exceeding any engine operating
limits. When takeoff is made using Derate 1 or Derate 2 (TO1 or
TO2), the approach and landing climb performance must be based on
the corresponding derate unless it has been determined that the
engines are capable of achieving full rated takeoff thrust.
Reduced takeoff thrust: Operation at reduced takeoff thrust based
on an assumed temperature higher than the actual ambient temperature
is permissible if the airplane meets all applicable performance
requirements at the planned takeoff weight and reduced thrust
setting. The thrust reduction is referenced to the takeoff thrust,
which in turn can be either full rated takeoff thrust or derated
takeoff thrust. The amount of thrust reduction must not exceed 25
percent of the takeoff thrust. The power setting values for reduced
takeoff thrust are available from AFM-DPI. At any time during the
takeoff operation, the pilot may select takeoff thrust instead of
reduced takeoff thrust. Reduced thrust is not allowed when the
runway is contaminated with standing water, ice, slush, or snow.
When allowed, use of reduced thrust is at the pilot’s discretion.
As a condition to the use of reduced thrust procedures, operators
must perform periodic checks to ensure that the engines are capable
of producing full takeoff thrust without exceeding any engine
operating limits. Use of reduced thrust is not allowed with
antiskid inoperative.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 1
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 2 - EMERGENCY PROCEDURES
Emergency Procedures are unchanged.
SECTION 3 - OPERATING PROCEDURES
Operating Procedures are unchanged.
FAA APPROVED 08-22-03
D6T11321
Code D000
Section 2 & 3 Page 1
BOEING
AIRPLANE FLIGHT MANUAL
S E C T I O N
4
-
P E R F O R M A N C E
Section 4 of this appendix and the Airplane Flight Manual – Digital
Performance Information (AFM-DPI) identified by the Performance
Software Serial Number on the ASN and Appendix Effectivity page of
the basic AFM contains performance information that replaces Section
4 of the basic Airplane Flight Manual in its entirety.* Section 4 is
divided into sections dealing with specific subjects and flight
regimes. Each section contains text that describes the various
procedures and charts in that section.
∗
Exception: For airplanes certified to the 14 CFR Part 36, Stage
4 Noise standard or ICAO Annex 16, Volume I, Chapter 4 Noise
standard, Section 4.2 of the Basic Airplane Flight Manual or
Appendix 94 contains the applicable Noise charts required for
operation. Stage 3 / Chapter 3 Noise charts do not apply to
these airplanes.
The sections are as follows:
Section
4.1
4.2
4.13
FAA APPROVED 04-28-22
Title
General
Engine Data
Landing Field Length
D6T11321
Code
D000
Section 4
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
SECTION 4.1 – GENERAL
Table of Contents. . . . . . . . . . . . . . . . . . . . . . .
Regulatory Compliance . . . . . . . . . . . . . . . . . . . .
Standard Performance Conditions . . . . . . . . . . . . . . .
Performance Configuration . . . . . . . . . . . . . . . . . .
Brake Part Numbers . . . . . . . . . . . . . . . . . . . .
Anti-ice Performance Corrections. . . . . . . . . . . . . .
Recommended Takeoff Stabilizer Setting
. . . . . . . . . . .
Definitions . . . . . . . . . . . . . . . . . . . . . . . . .
Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . .
Temperature . . . . . . . . . . . . . . . . . . . . . . . .
Wind. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Icing . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff Path. . . . . . . . . . . . . . . . . . . . . . . .
Takeoff Flight Path . . . . . . . . . . . . . . . . . . . .
Maximum Crosswind Component. . . . . . . . . . . . . . . . . .
Buffet Onset Characteristics . . . . . . . . . . . . . . . . .
Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Skid Inoperative Takeoff Performance. . . . . . . . . . .
Performance Conditions and Procedures. . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . .
Refused Takeoff . . . . . . . . . . . . . . . . . . . . . .
Climb-out . . . . . . . . . . . . . . . . . . . . . . . . .
Obstacle Clearance. . . . . . . . . . . . . . . . . . . . .
Landing Field Length. . . . . . . . . . . . . . . . . . . .
Flap Retraction Speed Schedule . . . . . . . . . . . . . . . .
ENVIRONMENT ENVELOPE . . . . . . . . . . . . . . . . . . . . .
WIND COMPONENT . . . . . . . . . . . . . . . . . . . . . . . .
RECOMMENDED TAKEOFF STABILIZER SETTING . . . . . . . . . . . .
Position Corrections - Primary Static Source . . . . . . . . .
POSITION CORRECTIONS
- ALTERNATE STATIC SOURCE (FLAPS UP). . . . . . . . . . . .
- ALTERNATE STATIC SOURCE (ALL FLAPS) . . . . . . . . . . .
TEMPERATURE CONVERSION . . . . . . . . . . . . . . . . . . . .
CRUISE MANEUVERING CAPABILITY. . . . . . . . . . . . . . . . .
1
2
2
2A
3
3A
3A
4
4
6
6
6
7
8
8A
8A
8A
8A
9
9
10
11
12
13
14
19
20
21
22
23
24
25
28
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 08-22-03
D6T11321
Code D001
Section 4.1
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
R E G U L A T O R Y
C O M P L I A N C E
The information in this section is presented in compliance with the
requirements of FAR Part 25, paragraph 25.1581 and FAR Part 36.
Generation of FAA-approved performance information may be accomplished by
use of the FAA-approved AFM-DPI software application. Any modification to
the FAA-approved AFM-DPI software application and/or subsequent alterations
to the generated output will cancel the approval of the information, unless
the appropriate airworthiness authority approved this change. This will be
applicable independently of the printed approval status on the generated
output.
S T A N D A R D
P E R F O R M A N C E
C O N D I T I O N S
All performance is based on the following:
1.
Approved engine thrust ratings less installation, air bleed, and
accessory losses.
2.
Trailing edge flap positions as follows:
Takeoff
5, 15, 20
Enroute
up
Approach
20
Landing
25, 30
Autoland
25, 30
3.
Leading edge devices in the appropriate position for trailing edge flap
position.
4.
Full temperature accountability within the operational limits, except
for landing distance, which is based on standard day temperatures.
5.
Wind corrections are calculated using not more than 50% of actual
headwinds or not less than 150% of actual tailwinds, in compliance with
relevant operating regulations unless otherwise noted. Tower winds are
assumed to be measured at 10 meters (32.8 feet).
6.
For the effect of humidity on engine thrust, a small adjustment has
been made; therefore it is not necessary to adjust performance for
humidity.
7.
Bleed air for anti-ice is off. When operating with engine and/or wing
anti-ice on, the performance effects of bleed air for anti-ice must be
accounted for.
8.
Aircraft performance adjusted for possible ice accumulations is
provided for planning flights into known or anticipated icing
conditions.
Field Lengths and Speeds: No field length or speed adjustments are
necessary for takeoff or landing.
Enroute:
No adjustments are necessary for enroute operations.
Climb Performance: Performance for approach climb and landing climb
accounting for possible ice accumulation is provided in AFM-DPI by
selecting “Inflight Icing”. Use the approach climb and landing climb
“Inflight Icing” performance when operating in icing conditions during
any part of the flight and the forecast landing temperature is below 10
degrees C (50 degrees F).
FAA APPROVED 08-22-03
D6T11321
Code
D300
Section 4.1
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N F I G U R A T I O N
AFM-DPI Performance Data – Summary of Airplane Configurations
The airplane configurations associated with the performance data in
AFM-DPI are shown below:
THRUST
TAKEOFF
1ST SEGMENT
CLIMB
2ND SEGMENT
CLIMB
3RD SEGMENT
FINAL TAKEOFF
CLIMB
ENROUTE CLIMB
APPROACH CLIMB
LANDING CLIMB
LANDING
FLAPS
GEAR
Takeoff on all
operating engines.
Takeoff on operating
engine.
Same as 1st segment.
20, 15, 5
Down
20, 15, 5
Down
20, 15, 5
Up
Same as 1st segment.
Takeoff setting
to flaps up,
according to
schedule.
Up
Up
Up
Up
20
Up
30 or 25
Down
30 or 25
Down
Maximum continuous
on operating engine.
Maximum continuous
on operating engine.
Go-around on
operating engine.
Maximum available in
8 seconds on all
engines.
Idle on all engines.
Up
The left and right pneumatic isolation valves are closed except for
enroute and approach climb when wing and anti-ice is ON.
Performance is applicable to both APU ON and OFF.
Performance is applicable with Electronic Engine Control (EEC) in
normal or alternate modes.
FAA APPROVED 08-22-03
D6T11321
Code
D300
Section 4.1
Page 2A
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N F I G U R A T I O N
(Continued)
The following takeoff, enroute, and landing configuration options
are available in AFM-DPI:
Air
Conditioning
Antiskid
Autobrakes
TAKEOFF
Basic
Options
Off
On
ENROUTE
Basic Options
On
--
Operative Inoperative
---
---
---
LANDING
Basic
Options
Off
On
Operative Inoperative
Off
1,2,3,4,Max
[1]
Autoland
Brakes
deactivated
Engine Antiice (AI)
Engine and
Wing AI
Inflight
Icing
Spoilers
Tire Speed
-None
-One[2]
---
---
No
None
Yes
One
Off
On[3]
Off
On
Off
On
Off
On[3]
Off
On
Off
On
--
--
--
--
No
Yes
-235
-225
---
---
Automatic
235
Manual
225
Notes:
1. Autobrake use not permitted with antiskid inoperative.
2. Not permitted with antiskid inoperative.
3. For takeoff, AUTO engine and wing AI can be used if Primary
Ice Detection System is installed.
Brake Part Numbers
Brake part numbers in the same category produce equal braking
performance. This does not allow interchangeability of the brakes
themselves.
Category C:
Category D:
Boeing Part Numbers S160T300-12, -14, -15, -18, -19
Boeing Part Numbers S160T400-210, -510
FAA APPROVED 08-22-03
D6T11321
Code
D001
Section 4.1
Page 3
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N F I G U R A T I O N
(Continued)
Anti-Ice Performance Corrections
If a primary ice detection and activation system is installed:
WING ANTI-ICE PERFORMANCE CORRECTIONS
With the wing anti-ice selector in the AUTO position, wing antiice performance corrections must be applied. For certain
powersettings and atmospheric and flight conditions, the Thrust
Management Computer (TMC) may also decrement target N1.
ENGINE ANTI-ICE PERFORMANCE CORRECTIONS
With the engine anti-ice selector in the AUTO position, engine
anti-ice performance corrections must be applied. For certain
powersettings and atmospheric and flight conditions, the Thrust
Management Computer (TMC) may also decrement target N1.
R E C O M M E N D E D
S E T T I N G
T A K E O F F
S T A B I L I Z E R
For derate operation, the following stabilizer trim increments should
be applied to the applicable Recommended Takeoff Stabilizer Setting
chart in the basic manual. These increments are included in the trim
value calculated by the FMC Recommended Takeoff Stabilizer Trim
Function when Derate 1 or Derate 2 is selected:
Stabilizer Trim Increment*
Thrust Derate
Increment, Units of Trim
Derate 1 – 10%
+1/2
Derate 2 – 20%
+1
* Not to exceed the Greenband limit of 7 units.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 3A
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
D E F I N I T I O N S
AIRSPEEDS
All airspeeds and Mach values in this manual are based on the
primary static source position error and assume zero instrument
error.
Static Source Position error, ∆ Vp, is the error due to the location
of the static port within the airplane pressure field.
Indicated Airspeed, VI, IAS - Airspeed indicator reading, as
installed in the airplane, uncorrected for static source position
error (assumes zero instrument error).
Calibrated Airspeed, Vc, CAS - Indicated airspeed corrected for
static source position error (Vc = VI + ∆ Vp).
Equivalent Airspeed, Ve, EAS - Calibrated airspeed corrected for
compressibility (Ve = Vc - ∆ Vc).
True Airspeed, VT, TAS - Equivalent airspeed corrected for
atmospheric density effects (VT = Ve/ σ ).
True Mach Number, M - Machmeter reading, as installed in the
airplane, corrected for static source position error.
Critical Engine Failure Speed, VEF - The speed at which, if the most
critical engine fails, the engine failure is recognized at V1, 1
second later.
Takeoff Decision Speed, V1 - Following a failure of the critical
engine at VEF, the speed from which a decision to continue the
takeoff results in a takeoff distance to a height of 35 feet at V2
speed that will not exceed the usable takeoff distance and the speed
from which a decision to bring the airplane to a full stop will not
exceed the accelerate-stop distance available. V1 must not be less
than the ground minimum control speed, V1(MCG), or greater than the
rotation speed, VR, or greater than the maximum brake energy speed,
VMBE.
Rotation Speed, VR - The speed at which rotation from the threepoint attitude to the takeoff attitude is initiated.
Maximum Brake Energy Speed, VMBE - The highest takeoff decision
speed from which the airplane may be brought to a stop without
exceeding the maximum energy absorption capability of the brakes.
Maximum Brake Energy Speed is compared in takeoff planning to V1
speed.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 4
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
D E F I N I T I O N S
AIRSPEEDS (Continued)
Takeoff Safety Speed, V2 - The target speed to be attained at the 35
foot height, assuming recognition of an engine failure at or after
V1. This speed must be at least 1.13 times the 1G stall speed in
the takeoff configuration.
Air Minimum Control Speed, VMCA - The minimum flight speed at which
the airplane is controllable with a maximum of 5 degrees bank when
the critical engine suddenly becomes inoperative with the remaining
engine at takeoff thrust.
Minimum V1 for Control on the Ground, V1(MCG) - The minimum takeoff
decision speed, V1, at which, when the critical engine suddenly
becomes inoperative at VEF with the remaining engine at takeoff
thrust, it is possible to control the airplane with primary
aerodynamic controls alone and continue the takeoff.
Landing Speed - The minimum speed at the 50 foot height in a normal
landing. This speed must be at least 1.23 times the 1G stall speed
in the landing configuration.
Reference Speed, VREF - This speed is equal to the landing speed in
the flaps 30 landing configuration.
Design Maneuvering Speed, VA - The maximum speed at which
application of full available aileron, rudder or elevator will not
overstress the airplane.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 5
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
D E F I N I T I O N S
(Continued)
TEMPERATURE
ISA - International Standard Atmosphere, as accepted by the
International Civil Aviation Organization.
OAT - Outside Air Temperature - the free air static (ambient)
temperature.
SAT - Static Air Temperature - outside air (ambient) temperature as
computed from TAT (see temperature conversion chart this
section).
TAT - Total Air Temperature - static air temperature plus adiabatic
compression (ram) rise as indicated on the Total Air
Temperature indicator.
WIND
Wind Velocity - The actual wind velocity at a 10 meter height
reported from the tower and corrected by the Wind Component chart to
a headwind or tailwind component parallel to the flight path.
ICING
Icing Conditions
Icing Conditions exist when the OAT on the ground and for takeoff,
or TAT inflight 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).
Icing conditions also exist when the OAT on the ground and for
takeoff is 10°C (50°F) or below when operating on ramps, taxiways
or runways where surface snow, ice, standing water, or slush may be
ingested by the engines or freeze on engines, nacelles or engine
sensor probes.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 6
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
D E F I N I T I O N S (Continued)
TAKEOFF PATH
The takeoff path assumes failure of the most critical engine at VEF
and extends from a standing start to a point where the airplane is
at least 1,500 feet above the takeoff surface and has achieved the
enroute configuration and final climb speed.
The takeoff path is divided into segments representing distinct
changes in airplane configuration, airspeed, and engine thrust as
defined below. Some of these definitions are abbreviated versions
of those appearing in FAR Parts 1 and 25. The appropriate
regulations should be consulted for complete details.
Clearway - An obstacle-free area beyond the takeoff runway which can
be used as a part of the takeoff distance available.
Stopway - An area beyond the takeoff runway capable of supporting
the airplane in an aborted takeoff which can be used as part of the
accelerate-stop distance available.
Takeoff Distance Required - The greater of: (1) the distance to
takeoff and climb to a height of 35 feet with a failure of the
critical engine at VEF, or (2) 115 percent of the distance to
takeoff and climb to a height of 35 feet with all engines operating.
Takeoff Run Required - The greater of: (1) the distance to takeoff
and climb to a point equidistant between lift off and the 35 foot
height point with a failure of the critical engine at VEF, or (2)
115 percent of the distance to takeoff and climb to a point
equidistant between lift off and the 35 foot height point with all
engines operating.
Accelerate-Stop Distance Required - The sum of the distances
required to: (1) accelerate with all engines operating, and (2)
come to a complete stop assuming a critical engine failure at VEF.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 7
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
D E F I N I T I O N S (Continued)
TAKEOFF FLIGHT PATH
The takeoff flight path begins 35 feet above the takeoff surface at
the end of the takeoff distance and extends to a point where the
airplane is at least 1500 feet above the takeoff surface and has
achieved the enroute configuration and final climb speed.
Climb Gradient - The ratio, expressed as a percentage, of the change
in geometric height divided by the horizontal distance travelled in
a given time. Gross gradient is the actual calculated performance
of the airplane under specified conditions, while Net gradient is
the gross gradient reduced by an increment specified in the
regulations.
Gross Height - The geometric height attained at any point in the
takeoff flight path using gross climb performance. Gross height is
used for calculating actual pressure altitude at which obstacle
clearance procedures and wing flap retraction are initiated, and
level-off height scheduled.
Net Height - The geometric height attained at any point in the
takeoff flight path using net climb performance. Net height is used
to determine the net flight path which must clear any obstacle by at
least 35 feet to comply with the regulations.
Reference Zero - A point on the runway or clearway plane at the end
of the takeoff distance and 35 feet below the flight path to which
the height and distance coordinates of other points in the takeoff
flight path are referred.
First Segment - Extends from the end of the takeoff distance to the
point where the landing gear is assumed to be fully retracted, using
takeoff thrust and takeoff flaps at a constant V2 speed.
Second Segment - Extends from the gear up point to a gross height of
at least 400 feet, using takeoff thrust and takeoff flaps at a
constant V2 speed.
Third Segment - The horizontal distance required to accelerate, at
constant altitude using takeoff thrust, to the final climb speed
while retracting flaps in accordance with the recommended speed
schedule.
Maximum Level-Off Height - The maximum height at which the third
segment can be completed before the time limit on the use of takeoff
thrust expires.
Final Takeoff Segment - Extends from the end of the third segment to
a gross height of at least 1,500 feet, with flaps up, maximum
continuous thrust and at final climb speed.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 8
BOEING
AIRPLANE FLIGHT MANUAL
M A X I M U M
C R O S S W I N D
C O M P O N E N T
The maximum demonstrated crosswind component for takeoff and landing
is 33 knots reported wind at a 10 meter height. This crosswind
value is not considered to be limiting on a dry runway with all
engines operating.
B U F F E T
O N S E T
C H A R A C T E R I S T I C S
Buffet onset occurs when the airflow starts to separate from the
wing. This characteristic is a function of angle of attack and Mach
number.
From the Cruise Maneuvering Capability chart it is possible to
determine the altitude, low-speed, high-speed, and maneuvering
margins before the buffet onset occurs.
S T A L L
S P E E D S
Stall speeds can be obtained by use of the approved AFM-DPI software
application.
A N T I - S K I D
I N O P E R A T I V E
P E R F O R M A N C E
T A K E O F F
With the anti-skid system inoperative, the allowable takeoff weight
determined from AFM-DPI software must be reduced by the following
adjustments:
Actual Runway Length - FT
Takeoff Gross Weight Adjustment
8,200 or less
8,500
8,800
9,100
9,400
9,700
10,000
10,200 or greater
FAA APPROVED 03-10-10
52,800 LB (23,949 KG)
44,800 LB (20,320 KG)
36,800 LB (16,692 KG)
28,800 LB (13,063 KG)
20,800 LB ( 9,434 KG)
12,800 LB ( 5,805 KG)
4,800 LB ( 2,177 KG)
0 LB (
0 KG)
D6T11321
Code
D300
Section 4.1
Page 8A
S20644
S20647
S20650
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N D I T I O N S
P R O C E D U R E S (Continued)
A N D
OBSTACLE CLEARANCE
PROCEDURES
When engine failure occurs prior to V2, and the takeoff weight is
obstacle limited, maintain V2 up to the gross height required for
obstacle clearance.
If an engine failure occurs after V2, maintain speed at engine
failure (V2 + 15 knots maximum) up to the gross height required for
obstacle clearance.
When the height selected for initiation of flap retraction is
limited due to distant-obstacle considerations, initiate flap
retraction and accelerate to final takeoff climb speed while
maintaining constant altitude and initial takeoff thrust setting.
Continue final takeoff climb to 1,500 feet above runway elevation,
or to the minimum gross height required for obstacle clearance, at
final takeoff climb speed and maximum continuous thrust.
NOTES:
If an engine failure occurs, the airplane should be leveled
off, and flaps retracted at the selected level-off height,
only if the limiting obstacle is beyond the Third Segment.
FAA APPROVED 08-22-03
D6T11321
Code D000
Section 4.1
Page 12
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
P E R F O R M A N C E
C O N D I T I O N S
P R O C E D U R E S
(Continued)
A N D
LANDING FIELD LENGTH
CONDITIONS
All landing field lengths calculated by AFM-DPI are based on
standard day temperatures on a smooth, level, hard-surfaced runway.
Dry non-autoland field lengths are maximum performance landing
distances, from a 50 foot height at landing speed, divided by a
factor of 0.6. Scheduled wet landing field lengths are determined
by multiplying the scheduled dry landing field lengths by a factor
of 1.15. Reverse thrust was not used in establishing these
distances.
PROCEDURES
Close thrust levers to idle on all engines at or prior to touchdown.
Antiskid Operative
Raise speedbrakes at touchdown and apply wheel braking.
Antiskid Inoperative
Raise speedbrakes at touchdown. Initiate wheel braking using very
light pedal pressure and increase as groundspeed decreases.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 13
BOEING
AIRPLANE FLIGHT MANUAL
GENERAL
F L A P
R E T R A C T I O N
S P E E D
S C H E D U L E
Maximum level-off heights, Third Segment distances, and Final
Segment climb performance are based upon retracting the wing flaps
during Third Segment acceleration using the schedule below. This
schedule is recommended for all flap retraction operations.
During acceleration, select flap positions at the following
initiation speeds:
Flap
Position
Initiation
Speed, Knots
20/15
5
1
VREF + 20
VREF + 40
VREF + 60
Select Flap
Position
5
1
0
Final Segment Climb Speed: VREF + 80 knots.
VREF is the reference speed at the scheduled takeoff gross weight.
When flaps are being retracted at a constant altitude, begin
climbing when VREF + 80 knots is achieved, maintaining takeoff
thrust setting until flaps are completely retracted.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.1
Page 14
²
.0/ 1 2 3 4 5 687 9;: < = >@? A B C D E
D
Z
[
\
]
^
E
F
_
G
H
`
I
J
a
K
L
b
M
N
c
O
d
P
Q
e
R
S
T
U
f
V
W
g
X
Y
h
i
j
k
l
m
n
o
p
q
r
s
t
u
v
¡
¢
£
¤
w
x
y
z
{
|
}
~
¥
#
$
%
&
'
(
)
*
+
,
-
"
º
»
!
.
ab
½
1
2
3
4
5
6
7
¹
¾
º
»
¼
¿
_`
°±
¼
½
8
À
®¯
©ª
Á
9
:
;
<
=
>
?
@
A
Â
] ^
¬­
\
Ã
«
Ä
Å
(
YZ[
)
*
+
#
B
,
-
C
.
WX
Æ
¾
Ç
È
¿
¦
0
¸
/
c
§
¨
©ª
«
¬
­
/
0
1
TUV
É
Ê
Ë
2
Ì
¡
Í
3
4
5
Î
¢
RS
¨
¥§¦
v w £¤
t u ¡¢
6
7
8
9
OPQ
®
¯
°
±
²
³
´
Ï
À
Ð
Ñ
Ò
Ó
Ô
Á
LMN
µ
¶
·
£
¤
¥
¦
§
¨
©
ª
«
¬
­
®
¯
°
±
²
³
Õ
´
µ
¶
·
¸
Ö
¹
Â
Ï
å
æ
ç
â
ã
ä
ß
à
á
Ü
Ý
Þ
Ù
Ú
Û
Ö
×
Ø
Ó
Ô
d
×
½¿À ¾
¼
¹º »
~ ¸
{|} µ¶·
xyz ³ ´
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
è
é
ê
ë
ì
í
î
ï
ð
ñ
Õ
e
Ð
f
Ñ
g
Í
Î
Ë
Ì
É
Ê
Ç
È
Å
Æ
h
Ò
i
j
k
l
m
n
o
ò
ÿ
:
;
<
=
!
"
$
>
%
ó
ô
õ
ö÷
ø
&
?
@
'
ù
A
B
C
D
E
F
G
|}~
ú
û
ü
ý
þ
H
I
J
ÿ
K
è
é
ê
ë
ì
í
î
ï
ð
ñ
ò
ó
ô
õ
ö
÷
ø
ù
ú
û
ü
ý
þ
* +, - & '() # $%
!"
p
Q R SUT V W X Y Z [ \
07-08-02
q
r
s
] ^ _;` a b ced
t
u
v
w
x
y
z
{
f g h iUj k l m
F G H I0J K L npo q
MNOP rs
Ã
Ä
S28666
>@? A B C D E FHG IKJ L M NPO Q R S T U
±
$
ÃÂ
¼
½
ì
¾
¿
í
î
À
ï
ð
Á
Â
ñ
ò
%
Ã
Ä
ó
õ
Ç
ö
÷
´
'
Æ
³
µ
¶
·
¸
¹
º
»
&
Å
ô
²
(
È
)
É
ø
Ê
*
Ë
ù
Ì
ú
û
+
Í
Î
ü
ý
Ï
þ
,
!
-
.
"
Ñ
ÀÁ
Ò
Ó
Ô
#
/
Ð
ÿ
Õ
Ö
×
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
è
é
ê
ë
¾¿
»¼ ½
°
­®¯
«¬ º
§¨©ª ·¸ ¹
³´µ¶
±²
0
1
8
2
9
3
:
4
5
;
6
<
7
=
>
?
ìí
êé ë
ç è
¡
¢
£
¤
{|}~
âãäåæ
à á
©
ª
uvwxyz
¥¦
¨
ß
®
¯
°
¥
§
ÜÝÞ
ÌÍÎÏÐÑ
¢£¤ ÊË ØÙÚÛ
ÈÉ
¡ ÕÖ×
ÄÅÆ Ç ÒÓÔ
¦
opqrst
«
¬
­
hijklmn
@
H
A
I
B
J
C
K
D
E
L
F
G
=
;<
9:
M
a b ced f g h i j k l
78
56
N
34
11-20-00
O
P
Q
R
S
12
T
U
V
m n oKp q r sut
W
/0
X
Y
Z
[
\
-.
]
^
_
+,
`
a
b
c
d
e
)*
f
'(
%&
#$
!"
g
V W X Y@Z [ \
v w x y{z | } ~
]^_`
u
;=< > ? @ A B CED FHG I J KML N O P Q R
®
$
¿¾
¹
º
é
»
ê
¼
ë
½
ì
í
¾
¿
î
ï
À
%
Á
ð
ò
Ä
ó
ô
±
'
Ã
°
²
³
´
µ
¶
·
¸
&
Â
ñ
¯
(
Å
)
Æ
õ
Ç
*
È
ö
É
÷
ø
+
Ê
Ë
ù
ú
Î
ý
þ
!
-
Í
ü
,
Ì
û
.
"
Ð
Ñ
ÿ
¼½
#
/
Ï
Ò
Ó
Ô
Õ
Ö
×
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
á
â
ã
ä
å
æ
ç
è
º»
¬ ¸· ¹
©ª«
§¨ ¶
£¤¥¦ ³´ µ
¯°±²
­®
0
1
8
2
9
3
:
4
5
;
6
<
7
=
>
?
èé
æå ç
ã ä
{|}~
Þßàáâ
Ü Ý
ÈÉÊËÌÍ
¥
¦
§
Û
¡
uvwxyz
¡¢
«
¬
­
¢
¤
ØÙÚ
opqrst
ÆÇ ÔÕÖ×
ÄÅ
ÑÒÓ
ÀÁÂ Ã ÎÏÐ
£
¨
©
ª
hijklmn
@
H
A
I
B
J
C
K
D
E
L
F
G
:
89
67
M
^ _ `ba c d e f g h i
45
23
N
01
11-20-00
O
P
Q
R
S
./
T
U
V
j k lHm n o prq
W
,X
Y
Z
[
\
*+
]
^
_
()
`
a
b
c
d
e
&'
f
$%
"#
!
g
S T U V=W X Y
s t u vMw x y z {}| ~
Z[\]
r
BOEING
AIRPLANE FLIGHT MANUAL
P O S I T I O N
C O R R E C T I O N S
Primary Static Source
Positions corrections for speed and altitude using the primary
static source are negligible. Existing minor corrections are
incorporated into the performance charts where appropriate and
further corrections are unnecessary.
Alternate Static Source
Position corrections for speed and altitude are necessary when using
the alternate static source. Positions corrections for speed and
altitude, when the pneumatic standby airspeed indicator and
pneumatic standby altimeter are installed, are provided by the
charts titled Position Corrections. Positions corrections for speed
and altitude, when the Integrated Standby Flight Display is
installed, are provided by the charts labeled Position Corrections –
Integrated Standby Flight Display.
FAA APPROVED 12-20-02
D6T11321
Code
0001
Section 4.1
Page 22
S28686
mon
åçæ è é ê ë ì íïî ðòñ ó ô õ÷ö ø ù ú û ü
¦
'
(
)
*
+
,
§
¨
-
klj
Æ
Ô
fg
XW
È
É
Ê
Ë
Ì
Í
Î
Ï
³
Ð
´
.
µ
Ñ
Ò
¶
·
¸
«
¬
­
/
2
º
°
1
¹
¯
0
®
»
3
¼
4
5
6
e
Õ
Ö
×
Ø
Ù
Ú
Û
Ü
Ý
Þ
ß
à
7
8
!
9
"
#
$
%
&
:
½
¾
¿
À
Á
Â
Ã
Ä
Å
Ó
! " # $ % & ' (
) * + ,- . / 0 1 2 3 45 6 7 8 9 : ; < A = > B ? @ C
D E F G H I J K L M N O P QR ST U V W X Y ^ Z [ _ \ ] `
hi
cd
Ç
²
ª
±
©
á
â
ã
ä
å
æ
ç
è
é
ê
ë
ì
í
î
ï
ð
ñ
ò
ó
ô
õ
ö
÷
ø
ù
ú
û
ü
ý
þ
ÿ
UV
ST b a
QR
OP ]_`^
1 2 [\
/ 0 YZ
© ª«
}~
;
{
¬ ­®
;
|
;
;
;
;
;
;
;
;
¯ °±
wxy
;
;
;
;
¡ ¢£ ¤ ¥ ¦ §
;
;
;
;
¨
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
z
ÄÅ Æ
> |}
;<= yz {
vw x
9: u
678 rst
345 p q
¾¿À
»¼½
N
¸¹º
MNL
£¤¥
P
Q
R
S
T
JK I
GH
CDFE
<
<
<
<
<
<
<
<
<
<
<
ËÌ
AB
=>?@ABC
ab
<
<
<
<
<
<
<
<
<
<
ÍÎ
Ï
âã ä
ßàá
<
<
µ¶·
²³´
Y
Z
12-20-02
[
\
qrst
ij
]
^
uvwx
kl
<
<
yz{|
<
<
} ~
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
<
ÜÝÞ
_
X
<
gh
ef
cd
<
¡¢
G
W
<
I
DEF
V
<
M
H
U
<
ÉÊ
L
O
mno p
ÇÈ
JK
?@
ÁÂÃ
pqrstuv
`
ÙÚÛ
a
b
c
d
e
f
g
h
Ö×Ø
i
j
k
l
m
n
ÓÔÕ
ÐÑÒ
o
! "$# % & '
ý þ ÿ (*) +
,-.
S30007
S30009
/
1
$
23
0
.
%
#
"
!
06-24-03
+
,-
*
()
&'
¨
¯°
©ª«¬­®
§
¡¢£¤¥¦
~
'
%&
)*
,-
./
ë
é
î
ìí
ñ
ð
ô
ó
õö
(
+
ê
ï
ò
"
æ
$ #
çè
Á
Â
¡
Ã
¢
±
o
W
²
p
Ä
£
X
«
Å
¤
³
q
Y
T
ã
U
¥
Q
V
R
ª
N
S
§
¦
t
þ
O
0
¢
E
K
§
1
F
ÿ
L
£
u
2
¨
û
G
M
3
¤
ü
v
ø
ý
Ù
H
à
!
Æ
µ
È
¶
·
É
¸
P
Ë
/
Ê
Ç
ª
´
©
¦
­
©
¥
ä
s
¬
¨
å
r
ù
¡
Ú
4
5
I
õ
Û
áâ
J
ú
B
C
ï
6
ö
Ü
¹
w
D
D
7
ð
Ý
÷
E
ñ
8
º
x
9
ò
:
Þ
Ì
»
«
y
ß
ì
ó
à
¼
z
ô
í
F
Ñ
°
á
;
<
î
G
=
½
â
{
>
ã
ÿ
ß
¾
|
H
Í
¬
ä
?
A
I
¿
}
@
J
å
Î
­
À
~
æ
K
ç
Ï
®
L
è
Ð
¯
M
é
ýþ
ÝÞ
ë
ê
N
O
¾
x
P
ñ
ã
¿
y
Q
þÿ
øù
úûüý
÷
ò
îïð
ä
àáâ
óôõö
êëìí
é
åæçè
ÜÝÞß
X
À
z
R
Y
û
Û
Z
Á
{
®
h
ü
Ü
¯
i
[
Â
|
\
}
°
j
Ã
}
z
~
w
{
Ä
±
¡
~
k
]
t
Ó
x
|
^
Å
¢
Ô
q
²
u
l
®
_
y
Ð
,
r
n
v
¯
Í
Õ
k
Ñ
ù
`
Ù
-
³
m
Æ
£
°
o
)
s
Î
Ê
l
ú
Ú
.
Ò
Ä
±
a
&
*
p
Ç
´
¤
n
Ï
Ë
Å
m
²
Ç
'
#
b
+
È
¥
Æ
Ì
µ
È
o
(
$
É
c
%
!
³
Ö
´
"
µ
×
Á
8
¶
p
d
Ø
Â
¶
s
9
e
Ã
t
·
·
q
É
¦
:
f
¸
ø
Ø
¸
r
Ð
­
g
u
;
¹
¹
s
v
<
h
º
=
Ê
º
§
t
w
»
i
j
»
u
>
¼
x
½
?
Ë
¨
¼
v
¾
Ì
½
©
w
¿À
÷
×
u
d
S
Í
ª
y
|}
vwxyz{
t
mnopqrs
kl
efghij
c
\]^_`ab
Z[
TUVWXY
MNOPQR
KL
Î
«
z
{
@
Ï
¬
|
A
Í
Ë
Ð
ÎÏ
Ó
Ò
Ö
Õ
¦
¤
©
§¨
¬
«
¯
®
q
p
t
s
w
uv
z
x
}
{|
Ì
Ñ
Ô
¥
ª
­
o
r
y
~
B
}
Ç
¡
k
C
~
Ê
É
¢£
n
m
È
l
Ä
g
ÅÆ
j
i h
â
^
ã
_
ÿ
ä
`
Ò
N
Ó
O
å
a
U
ü
ý
æ
b
Ô
!
P
V
Á
d
þ
Õ
Q
ù
ÂÃ
ef
W
ç
c
"
R
ú
©
è
Ö
d
R
û
#
ö
S
ª
é
e
×
¦
S
$
÷
«
T
§
O
ø
Ø
T
ê
f
¨
ó
P
ë
Ù
ô
g
U
£
õ
Q
¾
a
ì
h
¤
L
À
ð
bc
¿
×
%
¥
ñ
Ø
M
Ú
V
Ù
ò
N
*
Ú
í
Û
W
Û
î
¡
I
ï
¢
í
Ü
i
X
J
ê
ë
Ü
&
Ý
Ý
Y
ì
K
ò
n
Þ
ß
F
»
^
Þ
à
Z
'
á
G
-
¼½
` _
ß
[
î
j
H
.
â
]
(
/
4
à
)
\
0
^
C
ã
ä
5
1
D
ï
k
á
]
å
E
_
@
æ
6
A
ð
l
2
`
3
B
ç
4
7
ñ
m
é
è
[
5
a
º
\]
6
b
7
S
8
c
T
d
9
U
Ç
:
e
;
ÅÆ
Í
ÉÊËÌ È
ÁÂÃÄ
V
<
f
W
;
=
¸¹
Z
? >
<
X
=
Y
¸
>
Z
+
Õ
º
,
?
[
Û
×ØÙÚ
Ó
ÎÏÐÑ
À
¼½¾¿
¹
¶·
±²³´
Ö
Ô
Ò
»
µ
\
-
@
¶
á
U
·
A
.
g
â
V
B
/
ã
W
h
0
C
i
ä
X
Ñ
E
D
1
Ò
F
Ô
å
Y
*
E
Õ
Ñ
2
Ö
Ó
G
+
æ
Ò
Z
j
Î
´
Ó
'
Ï
,
k
Ë
µ
ç
Ô
[
H
Ð
(
Ì
È
3
è
\
l
Í
Õ
I
$
É
)
Å
Ê
4
%
F
Æ
¬
Ö
J
é
Â
]
m
~
Ç
­
&
!
Ã
®
5
M
¿
Ä
ê
×
À
^
K
n
¯
"
6
Á
{
°
ë
_
#
|
Ø
L
o
x
}
²
G
7
V
±
y
p
³
²
8
u
z
W
³
Ù
M
X
v
´
Y
w
H
9
µ
r
Ú
N
ì
`
Z
¶
s
I
:
t
·
Û
O
o
ó
g
p
[
Ü
P
J
\
q
]
¸
l
¹
K
m
º
^
í
Ý
i
a
Q
n
»
±
j
_
Þ
L
R
k
`
¼
¾
½
a
î
b
ß
S
ï
à
c
T
b
c
ð
d
d
e
ñ
e
f
°
ò
f
gh
D
AB
=
;<
:
8
67
45
23
01
C
?@
>
9
*
)
(
!
#
$
"
'
&
%
ýþÿ
ûü
øùú
ö÷
óôõ
?
<=>
9:
78
345
012
-./
6
;
,
U
ST
QR
NO
LM
JK
HI
FG
E
CD
AB
@
>?
=
;<
9:
78
6
5
4
23
01
/
-.
+,
P
!
*+
'()
"#$%
&
HIJ
@ABCDEFG
ÿ
üýþ
úû
øù
ö÷
ôõ
qr
êëìí
æçèé
ãäå
õ
ßàáâ
ØÙÚÛÜ ö÷øù
ÝÞþÿûúüý
ôòó
ïîðñ
07-05-05
¨
¯°
©ª«¬­®
§
¡¢£¤¥¦
~
ñ
ô
Ï
Ô
×
ð
îï
ó
ò
ö
õ
÷ø
Ð
Î
Ó
ÑÒ
Ö
Õ
Ù
Ø
ÚÛ
ìí
ÌÍ
Á
Â
¡
Ã
¢
±
o
²
p
Ä
£
Å
¤
³
q
è
È
<
é
¥
>
6
í
;
7
3
§
î
8
t
4
ê
(
0
æ
)
Û
5
ë
1
u
*
¨
ç
Ü
+
.
ã
Ý
è
v
/
Þ
ä
+
å
Å
Æ
È
¶
·
É
2
¸
:
-
Ë
=
9
'
Ê
Ç
µ
ª
´
©
¦
ì
é
ê
É
s
Ê
r
ë
Ë
,
ß
à
,
å
-
æç
ÆÇ
á
.
¹
w
/
â
Ý
à
0
Þ
á
º
x
â
1
ß
ã
Û
2
Ì
»
«
y
Ü
ä
¼
z
å
Ñ
°
3
4
5
½
æ
{
6
ä
Ä
¾
|
Í
¬
ç
7
è
9
¿
}
8
é
Î
­
À
~
ê
Ï
®
ë
Ð
¯
í
ì
âã
ÂÃ
ÿ
"
#
D
E
F
G
H
I
J
K
L
é
åæçè
ä
àáâ
É
Ê
Á
Ë
Ì
Í
Î
Ø
Ï
Õ
Ù
Ò
Ö
Ð
¾
Ú
Ï
Ó
×
Ì
¿
Ñ
Ð
Ô
É
Í
Ñ
Ò
Ê
Î
Ç
Ë
È
Ó
Ô
Õ
Ö
½
×
Ø
Ù
Ú
¼
S
Z[
TUVWXY
MNOPQR
KL
÷
ò
øù
óôõö
îïð
á
î
ï
ý
Þ
ð
þ
ú
ß
ñ
ÿ
û
ò
÷
ü
ø
ô
ù
ó
õ
ñ
ô
ö
õ
ò
ó
ö
ï
ð
÷
ø
Ý
ù
ú
û
ü
ý
þ
Ü
ÿ
d
kl
efghij
c
\]^_`ab
úûüý
þÿ
ý
þ
û
ü
(
%
)
"
&
*
#
'
$
!
ú
!
"
#
$
ù
&
%
u
|}
vwxyz{
t
mnopqrs
¢£ ¤ ¦ § ¨ © ª ­ ®¯ ±
² ³ ´ µ ¶ · ¥¸ ¹ º » ¼ «½ ¬¡ ¾ ¿° À Á  Ã
ñ
êëìí
à
\ ] ^ _ ` a b c d e f g hx i j k
l m n o p q rs t uv w [ y z { | }
ã
ÜÝÞß
È
À
9: ; = > ? @ A D EF H
I J K L M N <O P Q R S BT C8 U VG W X Y Z
!
M
²
°
µ
³´
¸
·
»
º
V
U
Y
X
\
Z[
_
]
b
`a
e
d
h
g
±
¶
¹
T
W
^
c
f
N
¬
P
O
¯
®
S
R
­
Q
P
Q
©
L
ª«
O
N M
â
^
ã
_
ä
`
Ò
N
Ó
O
å
a
t
u
æ
b
Ô
!
P
¦
I
v
Õ
Q
§¨
JK
ç
c
"
q
è
Ö
d
R
#
r
é
e
×
S
$
s
Ä
Å
Ø
T
ê
f
Æ
n
Á
ë
Ù
g
U
o
Â
£
}
F
ì
h
p
Ã
¥
~
GH
¤
%
¾
Ú
V
¿
k
*
À
Û
l
W
»
m
í
Ü
i
X
¼
&
Ý
Y
½
ò
n
h
¸
C
¹
Þ
i
Z
'
j
µ
¡¢
|
º
E D
ß
[
î
j
¶
µ
e
.
(
·
f
¶
à
)
\
¸
g
/
i
·
¹
ï
k
á
]
j
0
k
³
ð
l
l
º
1
´
»
m
¼
ñ
m
¡
@
½
2
c
z{
n
AB
¾
d
o
3
¿
$
p
q
À
4
%
r
s
5
Á
&
Ç
Â
t
6
Ã
ÅÆ
Í
ÉÊËÌ È
ÁÂÃÄ
'
Ä
u
7
(
x
v
;
w
y
?
Å
Ç
x
Æ
<
)
=
*
y
{
z
¸
>
+
+
Õ
º
,
?
,
Û
×ØÙÚ
Ó
ÎÏÐÑ
À
¼½¾¿
¹
¶·
±²³´
Ö
Ô
Ò
»
µ
-
-
@
v
p
9
:
;
<
=
>
?
@
A
w
A
.
B
/
0
C
D
1
E
2
t
n
u
o
3
`
a
4
F
|
]
b
}
|
^
}
~
5
M
~
Z
_
y
z
6
[
{
w
\
W
l
x
G
7
V
X
s
m
8
W
Y
T
X
U
Y
H
9
V
Z
Q
I
:
R
S
[
J
\
]
O
K
P
^
j
r
k
_
L
`
a
b
c
d
e
°
±
­
²
®
ª
¯
«
¬
§
¨
©
¤
¢
¥
£
¦
¡
¤
¢
¥
£
¦
§
¨
©
ª
«
¬
­
®
¯
~
q
°
±
i
! "# %
& ' ( ) * + , - . / 0 1 2 3$ 4 5 6 7
8
f
h g
²
´
³
N
KL
G
EF
D
B
@A
>?
<=
:;
M
IJ
H
C
*
)
(
!
#
$
"
'
&
%
ýþÿ
ûü
øùú
ö÷
óôõ
?
<=>
9:
78
345
012
-./
6
;
,
U
ST
QR
NO
LM
JK
HI
FG
E
CD
AB
@
>?
=
;<
9:
78
6
5
4
23
01
/
-.
+,
P
!
*+
'()
"#$%
&
HIJ
@ABCDEFG
Ö×
ÒÓÔÕ
ÏÐÑ
ÌÍÎ
ÈÉÊË
ÄÅÆÇ
BC
S28690
S39257
S39262
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
SECTION 4.2 – ENGINE DATA
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . 1
Takeoff Power Setting. . . . . . . . . . . . . . . . . . . . . 2
Go-Around Power Setting. . . . . . . . . . . . . . . . . . . . 2
Inflight Power Setting . . . . . . . . . . . . . . . . . . . . 2
INFLIGHT RESTART ENVELOPE. . . . . . . . . . . . . . . . . . . 7
NOISE CHARACTERISTICS. . . . . . . . . . . . . . . . . . . . . 8
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 08-22-03
D6T11321
Code D001
Section 4.2
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
ENGINE DATA
T A K E O F F
P O W E R
S E T T I N G
Takeoff power must be set at an airplane velocity between 40 and 80
knots. Takeoff settings can be determined by the use of the
approved AFM-DPI software application.
G O - A R O U N D
P O W E R
S E T T I N G
Go-around settings can be determined by use of the approved AFM-DPI
software application.
I N F L I G H T
P O W E R
S E T T I N G
Inflight settings can be determined by use of the approved AFM-DPI
software application.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.2
Page 2
S28747
S16508
S16509
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
SECTION 4.13 – LANDING FIELD LENGTH
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . 1
Automatic Wheel Brakes . . . . . . . . . . . . . . . . . . . . 2
Maximum Quick Turnaround Weights . . . . . . . . . . . . . . . 3
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 08-22-03
D6T11321
Code D000
Section 4.13
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
LANDING FIELD LENGTH AND SPEED
A U T O M A T I C
W H E E L
B R A K E S
The stopping distances with automatic wheel brakes are provided in
AFM-DPI and are only for guidance information only in the selection
of the most desirable autobrake setting for the field length
available. They are not to be used to determine required landing
field length.
The automatic wheel brake system is designed to improve the
consistency and smoothness of the landing roll-out by modulating
brake pressure to achieve a selected deceleration rate. Use of the
system is optional and does not relieve the pilot of the
responsibility to assure a safe stop within the available runway
length.
The automatic wheel brake system is triggered at touchdown by
landing gear truck tilt and main gear wheel spin-up. Therefore, a
delay in lowering the nose gear will not delay application of the
brakes. The MAX AUTO setting applies a brake pressure necessary to
achieve the highest level of fixed deceleration; full antiskid
braking pressure is provided by the MAX AUTO setting only if the
runway conditions are such that this deceleration level cannot be
achieved. Therefore, the MAX AUTO setting may not achieve the
minimum stopping distance that is available with maximum manual
braking. The use of reverse thrust is demonstrated to have no
adverse effects on autobrake stopping distances.
The stopping distances given in AFM-DPI are based on demonstrated
deceleration values and are valid for all landing flap settings,
with or without reverse thrust.
Stopping distances depend on the friction characteristics, or
slipperiness, of the particular runway. The stopping distance that
is achieved for a given setting will be the longer of: (1) the
distance produced by the fixed deceleration of the setting, or (2)
the distance produced by the runway friction available. A higher
setting (MAX AUTO rather than 4, or 4 rather than 3) will produce
shorter stopping distances if friction characteristics are such to
permit the higher deceleration. The use of reverse thrust will
decrease runway stopping distance when the deceleration is limited
by runway friction characteristics. Extremely slippery conditions
can result in longer distances than indicated.
Note:
When using automatic wheel brakes with autoland
operations, touchdown should be assumed to occur at 2,500
feet from the runway threshold.
Note:
Autobrakes are not allowed with antiskid inoperative.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.13
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
LANDING FIELD LENGTH AND SPEED
M A X I M U M
Q U I C K
T U R N A R O U N D
W E I G H T
Use one of the two following methods:
1.
After landing at weights exceeding those determined from the
maximum quick turnaround option in AFM-DPI, wait at least 75
minutes after landing. Before making a subsequent takeoff,
check that the wheel thermal plugs have not melted.
2.
If a Brake Temperature Monitoring System (BTMS) is installed:
No sooner than 10 and no later than 15 minutes after parking,
check the brake temperature display digits on the EICAS
status page and the BRAKE TEMP light. If all the brake
temperature values are within a range of 1 through 4 and the
BRAKE TEMP light is not on, no further ground waiting period
is required. If any brake temperature value is 5 or higher,
or the BRAKE TEMP light is on, a minimum ground waiting
period of 75 minutes is required. Before making a subsequent
takeoff, check that the wheel thermal plugs have not melted.
Note:
If any brake temperature display digit is blank or
indicates 0, then this method cannot be used.
FAA APPROVED 08-22-03
D6T11321
Code
D000
Section 4.13
Page 3
BOEING
AIRPLANE FLIGHT MANUAL
APPENDIX 83A
LANDING GEAR EXTENDED
USING AIRPLANE FLIGHT MANUAL DIGITAL PERFORMANCE INFORMATION
(AFM-DPI)
CF6-80C SERIES ENGINES
767-300
FAA APPROVED 08-22-03
D6T11321
Code A83A
Title
Page 1
767
Airplane Flight Manual
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 034097 in the code
column for the Revision Approval page.
Date 08-22-03
D6T11321
Reference 034097
Revision Approval
Page 1
767
Airplane Flight Manual
Log of Pages
Appendix 83A
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 0
Date 08-22-03
Page
Title
Code
Date
1
A83A
08-22-03
Page
Code
Date
Page
Code
Date
Revision Approval
1
034097 08-22-03
Log of Pages
1
08-22-03
Contents
1
D002
08-22-03
Introduction
1
D002
08-22-03
Section 1&2&3
1
2
D001
D001
08-22-03
08-22-03
Section 4
1
D001
08-22-03
Section 4.1
1
D002
08-22-03
* = Revised Pages
FAA Approved 08-22-03
D6T11321
Appendix 83A
Page 1
Last Page
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . .
1
SECTION 1 - CERTIFICATE LIMITATIONS
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type of Airplane Operation . . . . . . . . . . . . . . . . . . .
Operational Limits . . . . . . . . . . . . . . . . . . . . . . .
Maximum Operating Limit Speed (Vmo). . . . . . . . . . . . . . .
1
1
1
1
SECTION 2 - EMERGENCY PROCEDURES
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . .
2
SECTION 3 - OPERATING PROCEDURES
Flight Management Computer System (FMCS) . . . . . . . . . . . .
Severe Turbulent Air Penetration . . . . . . . . . . . . . . . .
Stabilizer Trim. . . . . . . . . . . . . . . . . . . . . . . . .
2
2
2
SECTION 4 – PERFORMANCE. . . . . . . . . . . . . . . . . . . . .
1
SECTION 4.1 – GENERAL. . . . . . . . . . . . . . . . . . . . . .
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Configuration. . . . . . . . . . . . . . . . . . . .
Performance Conditions and Procedures. . . . . . . . . . . . . .
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Retraction Speed Schedule . . . . . . . . . . . . . . .
1
1
1
1
1
1
Titles shown in capital letters are charts.
Titles shown in lower case letters are text.
FAA APPROVED 08-22-03
D6T11321
Code D002
Contents
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
I N T R O D U C T I O N
This appendix provides the additional Certificate Limitations,
Procedures and Performance to operate the Model 767-300 with landing
gear extended.
This appendix is used in conjunction with Sections 1, 2, 3 and 4 of
the basic Airplane Flight Manual and Sections 1, 2, 3 and 4 of the
applicable AFM-DPI based performance appendix, The performance data
used for operation with the landing gear extended is determined from
the Airplane Flight Manual Digital Performance Information (AFM-DPI)
software.
FAA APPROVED 08-22-03
D6T11321
Code D002
Introduction Page 1
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 1 - CERTIFICATE LIMITATIONS
Observance of the limitations contained in
Section 1 of this appendix is required by law
G E N E R A L
This appendix is used when operating with the landing gear down.
Flight data is based on drag associated with all-gear-down
performance.
Certificate Limitations, Non-Normal Procedures and Normal Procedures
in the basic Airplane Flight Manual and amended in applicable
AFM-DPI based performance appendix, are applicable except as
supplemented or amended in this appendix. The performance data used
for operation with the landing gear extended is determined from the
AFM-DPI Performance Software Serial Number shown on Airplane Serial
number and Appendix Effectivity page of the basic Airplane Flight
Manual.
T Y P E
O F
A I R P L A N E
O P E R A T I O N
Limitations are unchanged except the airplane is not eligible for
extended over-water operations.
O P E R A T I O N A L
L I M I T S
Operational limits are unchanged.
M A X I M U M
O P E R A T I N G
L I M I T
S P E E D
Limitations are unchanged except:
VMO and MMO are reduced to 270 KIAS and .73 Mach.
The airspeed indicator and Mach-airspeed warning switch must be
reprogrammed for VMO and MMO.
FAA APPROVED 08-22-03
D6T11321
Code
D001
Section 1&2&3 Page 1
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 2 - EMERGENCY PROCEDURES
Emergency Procedures are unchanged except as amended herein.
E M E R G E N C Y
D E S C E N T
Procedures are unchanged except:
Target Speed - 270 KIAS.
SECTION 3 - OPERATING PROCEDURES
Operating Procedures are unchanged except as amended herein.
F L I G H T
(FMCS)
M A N A G E M E N T
C O M P U T E R
S Y S T E M
The Flight Management Computer System (FMCS) does not contain
special provisions for operation with landing gear extended. As a
result, the FMCS will generate inaccurate enroute speed schedules,
display non-conservative predictions of fuel burn, estimated time of
arrival (ETA), and maximum altitude, and compute overly shallow
descent path.
To obtain accurate ETA predictions, gear down cruise speed and
altitude should be entered on the CRZ page of the Control and
Display Unit (CDU). Appropriate gear down speeds should also be
entered on the CLB and DES page and a STEP SIZE of zero should be
entered on the PERF INIT or CRZ page. Use of the VNAV during
descent, under these circumstances is not recommended.
S E V E R E
T U R B U L E N T
A I R
P E N E T R A T I O N
The conditions for severe turbulent air penetration are unchanged
except the recommended airspeed for flight in severe turbulence is
VREF +70 knots IAS.
S T A B I L I Z E R
T R I M
For flight at center of gravity positions near the aft limit with
the gear down, the nose down stabilizer trim authority available
through the control wheel stabilizer trim switch may be insufficient
to trim flaps up flight. Consequently, the use of the manual trim
levers may be required to accomplish trim.
FAA APPROVED 08-22-03
D6T11321
Code
D001
Section 1&2&3 Page 2
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4 - PERFORMANCE
P E R F O R M A N C E
The performance in this appendix is calculated using Airplane Flight
Manual Digital Performance Information (AFM-DPI).
FAA APPROVED 08-22-03
D6T11321
Code
D001
Section 4
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 4.1 - GENERAL
G E N E R A L
Performance with landing gear extended is determined by selecting
“Gear Down Dispatch” option in “ALTERNATE PERFORMANCE” menu of
AFM-DPI.
P E R F O R M A N C E
C O N F I G U R A T I O N
Performance configuration is unchanged except the landing gear
configuration for each phase of operation will be “Down”.
P E R F O R M A N C E
P R O C E D U R E S
C O N D I T I O N S
A N D
TAKEOFF
The conditions for flight performance are unchanged except that the
landing gear will not be retracted after liftoff.
FLAP RETRACTION SPEED SCHEDULE
Information is unchanged, except for the following:
Final Segment Climb Speed:
FAA APPROVED 08-22-03
Vref + 70 knots
D6T11321
Code
D002
Section 4.1
Page 1
767
Airplane Flight Manual
REVISION HIGHLIGHTS
Revision 12 to Appendix CDL to D6T11320, D6T11321 dated 11-21-13.
The engineering developed and the FAA certification provided by Airplane
Flight Manual (AFM) revisions are applicable and valid only for the
airplane in its original Boeing delivery configuration as modified by the
incorporation of approved Boeing service bulletins.
With respect to any
other modifications, it shall be the responsibility of the operator to
obtain appropriate regulatory agency approval for application of the data
provided by this AFM revision.
The purpose of this revision is to update CDL item number 27-5102 to list the Takeoff and Enroute performance penality as a
negligible item.
The following changes comprise this revision:
PAGE
CODE
EXPLANATION
Revision Approval
1
133234 This page uniquely identifies the approval
authority and the reference number for this
revision.
Log of Pages
1
Revised to reflect pages changed in this
revision.
Section 1
8
ACDL
Revised to add Takoff and Enroute penality as
negligible.
( )
D6T11320
D6T11321
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
APPENDIX CDL
CONFIGURATION DEVIATION LIST (CDL)
MODEL 767-200 / 300 / 400ER SERIES
FAA APPROVED 07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Title
ACDL
Page
1
767
Airplane Flight Manual
Revision Approval
This Revision Approval page may only be used in conjunction with a
Log of Pages that refers to Reference Number 133234 in the code
column for the Revision Approval page.
Date 11-21-13
D6T11320
D6T11321
Reference 133234
Revision Approval
Page 1
767
Airplane Flight Manual
Log of Pages
Appendix CDL
The following pages comprise this appendix applicable to the above
series airplanes.
Revision 12
Date 11-21-13
Page
Title
Code
Date
1
ACDL
07-20-00
Revision Approval
*
1
133234 11-21-13
Log of Pages
*
1
11-21-13
Contents
1
2
3
ACDL
ACDL
ACDL
05-21-01
02-13-06
03-02-10
Section 1
*
1 ACDL
2 ACDL
3 ACDL
4 ACDL
5 ACDL
6 ACDL
7 ACDL
8 ACDL
9 ACDL
9A ACDL
10 ACDL
11 ACDL
12 ACDL
13 ACDL
14 ACDL
07-20-00
07-20-00
05-21-01
07-20-00
07-20-00
05-21-01
07-20-00
11-21-13
05-21-01
05-21-01
07-20-00
07-27-04
07-27-04
07-27-04
07-27-04
* = Revised Pages
FAA Approved 11-21-13
Page Code
Section 1
Date
(Cont'd)
15 ACDL
16 ACDL
17 ACDL
18 ACDL
19 ACDL
20 ACDL
21 ACDL
22 ACDL
23 ACDL
24 ACDL
25 ACDL
26 ACDL
27 ACDL
27A ACDL
27B ACDL
28 ACDL
29 ACDL
30 ACDL
30A ACDL
31 ACDL
32 ACDL
33 ACDL
33A ACDL
33B ACDL
34 ACDL
35 ACDL
36 ACDL
37 ACDL
38 ACDL
39 ACDL
40 ACDL
41 ACDL
42 ACDL
07-20-00
08-23-11
07-20-00
07-27-04
07-27-04
02-13-06
07-20-00
07-20-00
05-21-01
05-21-01
07-20-00
05-21-01
05-21-01
05-21-01
05-21-01
05-21-01
05-21-01
07-20-00
05-21-01
07-27-04
03-02-10
07-20-00
05-21-01
05-21-01
05-21-01
07-27-04
07-20-00
05-21-01
05-21-01
07-27-04
05-21-01
05-21-01
05-21-01
D6T11320
D6T11321
Page Code
Section 1
43
44
45
46
47
48
49
ACDL
ACDL
ACDL
ACDL
ACDL
ACDL
ACDL
Date
(Cont'd)
05-21-01
05-21-01
07-20-00
07-20-00
05-21-01
05-21-01
07-27-04
Appendix CDL
Page 1
Last Page
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
PAGE
GENERAL LIMITATIONS......................................................................................................1
SYSTEM
21
AIR CONDITIONING ..................................................................................................3
Cabin Pressure Safety Relief Valve Flapper Doors
Ram Air Inlet Doors
Ram Air Exhaust Doors
Ram Air Inlet and Exhaust Doors
23
COMMUNICATIONS ..................................................................................................6
Static Dischargers
27
FLIGHT CONTROLS..................................................................................................7
Inboard Trailing Edge Flap-To-Fuselage Seals
Inboard Flap Torque Tube Slot Doors
Slat End Pan Seal
Krueger Seal Bullnose Assembly
Krueger Seal End Seals
28
FUEL ........................................................................................................................10
Override Boost Pump Access Panels
Fuel Quantity Measuring Sticks
32
LANDING GEAR ......................................................................................................11
Bogie Beam Shield
Main Landing Gear Wing Doors (767-200/300 only)
Main Landing Gear Wing Doors – Shock Strut Doors (-400ER)
Main Landing Gear Wing Doors – Trunnion Doors (-400ER)
Tail Skid Fairing
Tail Skid Lever Door
33
LIGHTS ....................................................................................................................14
Main and Bulk Cargo Door Light Covers
Wing Illumination Light Covers
Nose Gear Taxi Light (Double and Single Configuration)
Wing Tip Aft Navigation Light Lens
Wing Tip Strobe Lights
Upper and Lower Body Anti-Collision Lights
Logo Illumination Light Covers
External Emergency Escape Light Covers (Overwing and Ground Illumination)
FAA APPROVED 05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Contents
ACDL
Page 1
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
(Continued)
PAGE
SYSTEM
52
DOORS ...................................................................................................................16
Bulk Cargo Door Handle
Electrical/Electronics External Power Door
Potable Water Service Doors, Standard Configuration
Potable Water Service Doors, Alternate Configuration
Aft Toilet Service Door
Outboard Wing Leading Edge Pressure Fueling Door
Main Cargo Loading Control Doors
53
FUSELAGE .............................................................................................................19
Nose Landing Gear Hinge Cover Doors
Wing Root Jacking Point Access Panels
Main Cargo Doors Control Switch Panels
APU Louvered Pressure Relief Door
54
NACELLE/PYLON ...................................................................................................20
Aft Fairing Primary Nozzle-To-Strut Seals
Nacelle Strut Pressure Relief Doors
Nacelle Strut Access Doors
55
STABILIZER............................................................................................................23
Horizontal Stabilizer – Auxiliary Box
Horizontal Stabilizer – Fixed Trailing Edge
Horizontal Stabilizer-To-Elevator Seals
Inboard Elevators
Outboard Elevators
Vertical Stabilizer – Auxiliary Box
Vertical Stablilzer – Fixed Trailing Edge
Vertical Stabilizer-To-Fuselage Seals
Rudder
56
WINDOWS ..............................................................................................................29
Windshield Aerodynamic Sealant
FAA APPROVED 02-13-06
D631T001
D6T11320
D6T11321
D6T11322
Code
Contents
ACDL
Page 2
BOEING
AIRPLANE FLIGHT MANUAL
T A B L E
O F
C O N T E N T S
(Continued)
PAGE
SYSTEM
57
WINGS .....................................................................................................................30
Vortex Generators
Inspar Upper Wing Panel
Raked Wing Tips
Wing Leading Edge Slat Linkage Fairing Panels
Wing Thermal Anti-Icing Duct Seal – Door Assembly
Fixed Leading Edge Seals
Leading Edge Slat Mechanism Lubrication Access Doors
Inboard Wing Fixed Leading Edge
Outboard Wing Fixed Leading Edge
Wing Leading Edge Slat Wedge
Main Landing Gear Trunnion Support Fairings
Trailing Edge Flap Hinge Fairings
Inboard Trailing Edge Fixed Panel
Outboard Trailing Edge Fixed Panel
Main Landing Gear Forward Trunnion Fairings
Main Landing Gear Aft Trunnion Fairings
Main Landing Gear Side Brace Trunnion Aft Fairings
Inboard Trailing Edge Flaps
Outboard Trailing Edge Flaps
Inboard Ailerons
Outboard Ailerons
Spoiler Panels
71
POWER PLANT .......................................................................................................45
Fan Cowl Pressure Relief Access Doors
Fan Cowl Oil Tank Access Doors
72
ENGINE....................................................................................................................46
Fan Case Exit Liner Segments
78
EXHAUST ................................................................................................................47
Thrust Reverser Actuator Sleeve Access Panels
Thrust Reverser Track Fairings
Fan Thrust Reverser Blocker Doors
Thrust Reverser Cascade Vane Segments
FAA APPROVED 03-02-10
D631T001
D6T11320
D6T11321
D6T11322
Code
Contents
ACDL
Page 3
BOEING
AIRPLANE FLIGHT MANUAL
SECTION 1 - CERTIFICATE LIMITATIONS
Observance of the limitations contained in
Section 1 of this appendix is required by law.
GENERAL LIMITATIONS
This Configuration Deviation List contains additional certificate limitations for operation
of the BOEING Model 767 Airplane with certain secondary airframe and engine parts
missing and with certain parts damaged by hail when on the ground as listed herein.
The Certificate Limitations in the Airplane Flight Manual are applicable except as
amended in this appendix.
The associated limitations must be listed on a placard affixed in the cockpit in clear
view of the pilot-in-command and other appropriate crew member(s).
Operation with those missing parts requiring a reduction of VMO/MMO is permitted only
when the airplane has the airspeed limit speed hand (or the airspeed tape on the PFD)
and the Mach airspeed warning system programmed for the altitude/speed schedule
specified for the applicable missing part.
The pilot in command will be notified of each operation with a missing or damaged
part(s) by listing the missing or damaged part(s) in the flight or dispatch release.
The operator will list in the aircraft logbook an appropriate notation covering the missing
or damaged part(s) on each flight.
If an additional part is lost in flight the airplane may not depart the airport at which it
landed following this event until it again complies with the limitation of this appendix.
This, of course, does not preclude the issuance of a ferry permit to allow the airplane to
be flown to a point where the necessary repairs or replacements can be made.
No more than one part for any one sub-system in this appendix may be missing unless
specifically designated combinations are indicated herein. Unless otherwise specified
herein, parts from different sub-systems may be missing. The performance penalties
are cumulative unless specifically designated penalties for combination of missing parts
are indicated. Where performance penalties are listed as negligible, no more than
three negligible items may be missing or damaged without taking further penalty. For
each missing or damaged item more than three reduce the takeoff, landing, and
enroute climb limits 100 pounds.
FAA APPROVED 07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page
1
BOEING
AIRPLANE FLIGHT MANUAL
G E N E R A L L I M I T A T I O N S (Continued)
The takeoff performance decrements in this appendix are to be applied to performance
limited takeoff weights which are limited by:
Field length, first segment climb, second segment climb, final segment climb, or
obstacles in the takeoff flight path.
The landing performance decrements in this appendix are to be applied to performance
limited landing weights, which are limited by:
Landing field length, landing climb, or approach climb.
The enroute performance decrements in this appendix are to be applied to the weight limit
determined from enroute, one-engine-inoperative climb performance.
The quick turnaround decrements in this appendix are to be applied to the weight limit
determined from maximum quick turnaround performance.
The numbering and designation of system in this appendix is based on ATA Spec. 100.
The parts within each system are identified by functional description and, when necessary,
by part numbers.
Items are applicable to all 767 engine/airframe combinations unless specifically designated.
FAA APPROVED 07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page
2
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 21 – AIR CONDITIONING
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
ATA
SUB-SYSTEM
PART DESCRIPTION
21-32-
1. CABIN PRESSURE SAFETY
RELIEF VALVE FLAPPER
DOORS
767-200/300/400ER
4
Any number may be missing. The performance
decrement is negligible.
21-53-
1. RAM AIR INLET DOORS
a. When missing in combination
with Ram Air Exhaust Doors, use
penalties in Item 3.
767-200/300 ONLY
2
One may be missing provided the performance
limited weights are reduced by:
2. REMARKS AND/OR EXCEPTIONS
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
500
227
900
409
lb
kg
lb
kg
700
318
700
318
lb
kg
lb
kg
500
227
900
409
lb
kg
lb
kg
400
182
700
318
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
NOTE: If inlet door is missing, exhaust door on the
same side must be locked open.
767-400ER ONLY
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
550
250
1100
499
ACDL
1
lb
kg
lb
kg
Page 3
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 21 – AIR CONDITIONING
ATA
SUB-SYSTEM
PART DESCRIPTION
21-53(Con’t.)
2. RAM AIR EXHAUST DOORS
a. When missing in combination
with Ram Air Inlet Doors, use
penalties in Item 3.
767-200/300 ONLY
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
One or both may be missing provided the
performance limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
600
272
1000
454
lb
kg
lb
kg
900
409
800
363
lb
kg
lb
kg
600
272
1000
454
lb
kg
lb
kg
500
227
800
363
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 4
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 21 – AIR CONDITIONING
ATA
SUB-SYSTEM
21-53(Con’t.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
3. RAM AIR INLET AND
EXHAUST DOORS
a. Use these penalties when
Ram Air Inlet and Exhaust
Doors are missing in any
combination.
767-200/300 ONLY
2. REMARKS AND/OR EXCEPTIONS
4
One Ram Air Inlet Door and two Ram Air Exhaust
Doors may be missing in any combination
provided the performance limited weights are
reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
900
409
1800
817
lb
kg
lb
kg
1300
590
1400
635
lb
kg
lb
kg
900
409
1800
817
lb
kg
lb
kg
800
363
1500
681
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
NOTE: If inlet door is missing, exhaust door on the
same side (if not missing) must be locked open.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 5
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 23 - COMMUNICATIONS
ATA
SUB-SYSTEM
23-61-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. REMARKS AND/OR EXCEPTIONS
1. STATIC DISCHARGERS
(TRAILING AND TIP TYPE)
767-200/300
39
767-400ER
45
A minimum of fifteen static dischargers is required
when operations are dependent upon the use of
ADF, HF, VOR, or Marker Beacon capability.
Trailing edge or tip type dischargers must be
installed in three of the five most outboard
positions on each wing, horizontal
stabilizer/elevator assembly, and vertical
stabilizer/rudder assembly.
Static dischargers are not required when
operations are not dependent upon use of ADF,
HF, VOR, or Marker Beacon capability.
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 6
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 27 – FLIGHT CONTROLS
ATA
SUB-SYSTEM
PART DESCRIPTION
27-51-
1. INBOARD TRAILING EDGE
FLAP-TO-FUSELAGE SEALS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
One or both may be missing provided the
performance limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
2300
1043
600
272
lb
kg
lb
kg
3400
1543
500
227
lb
kg
lb
kg
2300
1043
600
272
lb
kg
lb
kg
2000
908
500
227
lb
kg
lb
kg
2200
998
550
250
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 7
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 27 – FLIGHT CONTROLS
ATA
SUB-SYSTEM
27-51(Con’t.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. INBOARD FLAP TORQUE
TUBE SLOT DOORS (Three
Segment Door)
2. REMARKS AND/OR EXCEPTIONS
6
767-300 ONLY
Any number or combination may be missing
provided the performance limited weights are
reduced by:
GE
PRATT & WHITNEY
Takeoff and Enroute
Landing Climb
Landing Field Length
Quick Turnaround
negligible
4700 lb
2132 kg
7600 lb
3448 kg
4100 lb
1860 kg
ROLLS ROYCE
Takeoff and Enroute
Landing Climb
Landing Field Length
Quick Turnaround
negligible
5000
lb
2268
kg
7900
lb
3583
kg
4100
lb
1860
kg
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Enroute
Landing Climb
Landing Field Length
Quick Turnaround
767-300 / -400ER
negligible
6350
lb
2881
kg
9200
lb
4174
kg
4120
lb
1869
kg
Increase landing approach speed VREF by 2
knots.
When missing in combination with
Trailing Edge Flap Vortex
Generators (Item 57-00-01), use
penalties for Trailing Edge Flap
Vortex Generators only.
FAA APPROVED
11-21-13
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 8
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 27 – FLIGHT CONTROLS
ATA
SUB-SYSTEM
27-81-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. SLAT END PAN SEAL
2. REMARKS AND/OR EXCEPTIONS
2
One or both may be missing provided the
performance limited weights are reduced by:
Takeoff and Landing
767-200
Enroute Climb
Takeoff and Landing
767-300/400ER
Enroute Climb
2. KRUEGER SEAL BULLNOSE
ASSEMBLY
2
767-200
200
91
350
159
lb
kg
lb
kg
GE CF6-80A/A2, PRATT & WHITNEY
767-200
2500 lb
1134 kg
GE CF6-80C2 SERIES
Takeoff and Landing
767-300
3800 lb
1724 kg
GE CF6-80A/A2, PRATT & WHITNEY
Takeoff and Landing
767-300
2300 lb
1044 kg
GE CF6-80C2 SERIES, ROLLS ROYCE
Takeoff and Landing
767-400ER
2200 lb
998 kg
GE CF6-80C2 SERIES
Takeoff and Landing
05-21-01
lb
kg
lb
kg
One or both may be missing provided the
performance limited weights are reduced by:
Takeoff and Landing
FAA APPROVED
250
114
400
182
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
2400 lb
1089 kg
ACDL
1
Page 9
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 27 – FLIGHT CONTROLS
ATA
SUB-SYSTEM
PART DESCRIPTION
27-82-
1. KRUEGER SEAL END SEALS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
8
767-200
Two flat seals or bulb seals may be missing
provided the performance limited weights are
reduced by:
GE CF6-80A/A2, PRATT & WHITNEY
Takeoff and Landing
767-200
GE CF6-80C2 SERIES
Takeoff and Landing
767-300/400ER
05-21-01
250 lb
114 kg
ALL ENGINES
Takeoff and Landing
FAA APPROVED
150 lb
69 kg
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
150 lb
69 kg
ACDL
1
Page 9A
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 28 – FUEL
ATA
SUB-SYSTEM
28-22-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. OVERRIDE BOOST PUMP
ACCESS PANELS
2. REMARKS AND/OR EXCEPTIONS
2
One may be missing. The performance decrement
is negligible.
767-200/300/400ER
NOTE: Wires in the cavity must be protected,
inspect wires before reinstalling door. Pull and
collar pump CB.
28-44-
1. FUEL QUANTITY
MEASURING STICKS
16
Any number or combination may be missing. The
performance decrement is negligible.
767-200/300/400ER
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 10
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 32 – LANDING GEAR
ATA
SUB-SYSTEM
32-10-
32-12-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. BOGIE BEAM SHIELD
2. REMARKS AND/OR EXCEPTIONS
2
1. One or both may be missing with no penalty.
767-200/300/400ER
2. The Bogie Beam Shield should be replaced as
soon as possible and the electrical conduits
beneath the main landing gear truck should be
inspected prior to reinstallation.
1. MAIN LANDING GEAR WING
DOORS (2 SHOCK STRUT
DOORS, 2 TRUNNION
DOORS, 2 DRAG STRUT
DOORS)
1. Any one of six doors may be missing provided
the performance limited weights are reduced
by:
GE CF6-80A/A2
767-200/300 ONLY
Takeoff and Landing
Enroute Climb
600
272
1200
544
lb
kg
lb
kg
900
409
1000
454
lb
kg
lb
kg
600
272
1200
544
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
500 lb
227 kg
Enroute Climb
1000 lb
454 kg
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page11
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 32 – LANDING GEAR
ATA
SUB-SYSTEM
PART DESCRIPTION
32-12-
2. MAIN LANDING GEAR WING
DOORS – SHOCK STRUT
DOORS
767-400ER ONLY
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
1. One may be missing provided the performance
limited weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
1400
636
2750
1248
lb
kg
lb
kg
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
3. MAIN LANDING GEAR WING
DOORS – TRUNNION
DOORS
767-400ER ONLY
2
1. One may be missing provided the performance
limited weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
600
273
1200
545
lb
kg
lb
kg
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page12
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 32 LANDING GEAR
ATA
SUB-SYSTEM
32-71-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. TAIL SKID FAIRING
2. REMARKS AND/OR EXCEPTIONS
1
May be missing provided the performance limited
weights are reduced by:
767-300 ONLY
GE
Takeoff and Landing
Enroute Climb
200
91
300
136
lb
kg
lb
kg
200
91
300
136
lb
kg
lb
kg
200
91
300
136
lb
kg
lb
kg
350
159
700
318
lb
kg
lb
kg
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
2. TAIL SKID LEVER DOOR
1
767-300/400ER ONLY
FAA APPROVED
07-27-04
May be missing. The performance decrement is
negligible.
Items 1 and 2: Any combination of the authorized
numbers of these items may be missing.
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page13
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 33 – LIGHTS
ATA
SUB-SYSTEM
33-31-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. MAIN AND BULK CARGO
DOOR LIGHT COVERS
2. REMARKS AND/OR EXCEPTIONS
4
767-200/300/400ER
Any number or combination may be missing
provided the performance limited weights are
reduced by:
GE
PRATT & WHITNEY
Enroute Climb
100 lb
45 kg
ROLLS ROYCE
Any number may be missing. The performance
decrement is negligible.
33-41-
1. WING ILLUMINATION LIGHT
COVERS
767-200/300/400ER
33-42-
1. NOSE GEAR TAXI LIGHT
- Double Configuration
- Single Configuration
767-200/300/400ER
33-44-
2
2
1
One or both may be missing. The performance
penalty is negligible.
Any number or combination may be missing with
no penalty.
1. WING TIP AFT NAVIGATION
LIGHT LENS
767-200/300 ONLY
2
One or both may be missing with no penalty.
2. WING TIP STROBE LIGHT
LENS
767-200/300 ONLY
2
One or both may be missing with no penalty.
3. UPPER AND LOWER BODY
ANTI-COLLISION LIGHT
LENS
2
One or both may be missing. The performance
decrement is negligible. When the lens is missing,
disconnect electrical power and remove the light
bulb, reflector, lens cover, and lens cover support.
With the rest of the light assembly intact, cover the
opening with appropriate materials (speed tape, for
example) to prevent moisture or debris from
entering the light assembly.
767-200/300/400ER
NOTE:
The minimum number of strobe/anticollision lights required by the operating rules must
be operative.
Items 1, 2, and 3:
Any combination of the authorized numbers of
these items may be missing.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page14
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 33 – LIGHTS
ATA
SUB-SYSTEM
PART DESCRIPTION
33-45-
1. LOGO ILLUMINATION LIGHT
COVERS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
4
Any number or combination may be missing with
no penalty.
767-200/300/400ER
NOTE: Openings created by the missing light
covers must be covered with “speed tape”
(Permacel II or 3M 425). Pull and collar logo light
CB. Inspect condition of “speed tape” every other
flight.
33-51-
1. EXTERNAL EMERGENCY
ESCAPE LIGHT COVERS
(OVERWING AND GROUND
ILLUMINATION)
FAA APPROVED
767-200/300 ONLY
8 or 14
Any number or combination may be missing. The
performance decrement is negligible.
767-400ER ONLY
8
Any number or combination may be missing. The
performance decrement is negligible.
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 15
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 52 – DOORS
ATA
SUB-SYSTEM
52-36-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. BULK CARGO DOOR
HANDLE
2. REMARKS AND/OR EXCEPTIONS
1
May be missing. The performance decrement is
negligible.
1
May be missing. The performance decrement is
negligible.
2
GE
PRATT & WHITNEY
767-200/300/400ER
52-49-
1. ELECTRICAL/ELECTRONICS
EXTERNAL POWER DOOR
767-200/300/400ER
2. POTABLE WATER SERVICE
DOORS – STANDARD
CONFIGURATION
767-200/300 ONLY
One or both may be missing provided the
performance limited weights are reduced by:
Enroute Climb
100 lb
45 kg
ROLLS ROYCE
One or both may be missing. The performance
decrement is negligible.
Note: For 767-200/300 line numbers 901 and on:
the potable water system will be inoperative if the
aft potable water service panel door is missing.
Refer to MMEL Item 38-10-01B.
GE CF6-80C2 SERIES
767-400ER ONLY
One or both may be missing. The performance
decrement is negligible.
Note: The potable water system will be inoperative
if the aft or forward potable water service panel
door is missing. Refer to MMEL Item 38-10-01B.
3. POTABLE WATER SERVICE
DOORS – ALTERNATE
CONFIGURATION
767-200/300 ONLY
3
GE
PRATT & WHITNEY
Any number may be missing provided the
performance limited weights are reduced by:
Enroute Climb
FAA APPROVED
08-23-11
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
100 lb
45 kg
ACDL
1
Page 16
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 52 – DOORS
ATA
SUB-SYSTEM
PART DESCRIPTION
52-49(Cont.)
4. OUTBOARD WING LEADING
EDGE PRESSURE FUELING
DOOR
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
1
May be missing provided the performance limited
installed weights are reduced by:
GE, PRATT & WHITNEY JT9D SERIES,
ROLLS-ROYCE
Takeoff and Landing
negligible
Enroute Climb
100 lb
45 kg
767-200/300 ONLY
PRATT & WHITNEY 4000 SERIES
Takeoff and Landing
negligible
Enroute Climb
200 lb
91 kg
See NOTE below.
2
If only one is missing use the performance
installed decrement shown above. Both may be missing
provided the performance limited weights are
reduced by:
GE, PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
200
91
300
136
lb
kg
lb
kg
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
767-400ER ONLY
negligible
200 lb
91 kg
1
May be missing provided the performance limited
installed weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
negligible
150 lb
68 kg
NOTE: For both one or two doors installed, the
Power Control Limit (or Battery Power) Switch
must be locked in the “NORM” position, the Fueling
Valve Switches in the “OFF” position, and the
Defueling Valve Switches in the “CLOSE” position.
Required placard information must be reproduced
within the fueling bay.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 17
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 52 – DOORS
ATA
SUB-SYSTEM
52-49(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL
FLIGHT CONDITIONS EXCEPT AS
PROVIDED IN COLUMN 2.
PART DESCRIPTION
5. MAIN CARGO LOADING
CONTROL DOORS
2. REMARKS AND/OR EXCEPTIONS
2
One or both may be missing. The performance
decrement is negligible.
767-200/300/400ER
Items 1, 2, 3, 4 and 5: Any combination of the
authorized numbers of these items may be
missing.
52-49-
6. AFT TOILET SERVICE DOOR
1
May be missing. The performance decrement is
negligible.
767-200/300/400ER
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page18
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 53 – FUSELAGE
ATA
SUB-SYSTEM
53-16-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN
2.
PART DESCRIPTION
1. NOSE LANDING GEAR
HINGE COVER DOORS
2. REMARKS AND/OR EXCEPTIONS
8
Any number or combination may be missing. The
performance decrement is negligible.
2
One or both may be missing provided the
performance limited weights are reduced by:
767-200/300/400ER
53-30-
1. WING ROOT JACKING
POINT ACCESS PANELS
All Engine Types
767-200/300 ONLY
Takeoff and Landing
Enroute Climb
767-400ER ONLY
negligible
100 lb
45 kg
One or both may be missing provided the
performance limited weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
negligible
150 lb
68 kg
53-65-
1. MAIN CARGO DOORS
CONTROL SWITCH PANELS
767-200/300/400ER
2
One or both may be missing. The performance
decrement is negligible.
53-85-
1. APU LOUVERED PRESSURE
RELIEF DOOR
767-200/300/400ER
1
May be missing. The performance decrement is
negligible.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page19
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 54 – NACELLE/PYLON
ATA
SUB-SYSTEM
54-52-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. AFT FAIRING PRIMARY
NOZZLE-TO-STRUT SEALS
2. REMARKS AND/OR EXCEPTIONS
4
(2 per
strut)
767-200/300 ONLY
Any number or combination may be missing
provided the performance limited weights are
reduced by:
GE
Takeoff and Landing
Enroute Climb
600
272
1400
635
lb
kg
lb
kg
PRATT & WHITNEY JT9D SERIES
Takeoff and Landing
Enroute Climb
700
318
1500
681
lb
kg
lb
kg
PRATT & WHITNEY 4000 SERIES
767-400ER ONLY
Takeoff and Landing
negligible
Enroute Climb
300 lb
136 kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
FAA APPROVED
02-13-06
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
400
182
650
295
ACDL
1
lb
kg
lb
kg
Page20
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 54 – NACELLE/PYLON
ATA
SUB-SYSTEM
PART DESCRIPTION
54-53-
1. NACELLE STRUT
PRESSURE RELIEF DOORS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
4
(2 per
strut)
GE
PRATT & WHITNEY
767-200/300 ONLY
A maximum of two may be missing (one per strut).
The performance decrement is negligible.
ROLLS ROYCE
A maximum of two may be missing (one per strut)
provided the performance limited weights are
reduced by:
Takeoff and Landing
Enroute Climb
767-400ER ONLY
2000
908
4000
1815
lb
kg
lb
kg
GE CF6-80C2 SERIES
A maximum of two may be missing (one per strut).
The performance decrement is negligible.
NOTE: When Items 1 and 2 are missing in
combination, use only one penalty.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 21
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 54 – NACELLE/PYLON
ATA
SUB-SYSTEM
54-53(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. NACELLE STRUT ACCESS
DOORS
2. REMARKS AND/OR EXCEPTIONS
4
(2 per
strut)
767-200/300 ONLY
8
(4 per
strut)
10
(5 per
strut)
767-400ER ONLY
4
(2 per
strut)
GE
Any number or combination may be missing
provided the performance limited weights are
reduced by:
GE CF6-80A/A2
Takeoff and Landing
400 lb
181 kg
Enroute Climb
1000 lb
454 kg
GE CF6-80C2 SERIES
Takeoff and Landing
700 lb
318 kg
Enroute Climb
700 lb
318 kg
PRATT & WHITNEY
Any number or combination may be missing
provided the performance limited weights are
reduced by:
Takeoff and Landing
600 lb
272 kg
Enroute Climb
1400 lb
635 kg
ROLLS ROYCE
A maximum of four may be missing (two per strut)
provided the performance limited weights are
reduced by:
Takeoff and Landing
2000 lb
908 kg
Enroute Climb
4000 lb
1815 kg
GE CF6-80C2 SERIES
Any number or combination may be missing
provided the performance limited weights are
reduced by:
Takeoff and Landing
400 lb
181 kg
Enroute Climb
800 lb
363 kg
NOTE:
When Items 1 and 2 are missing in combination,
use only one penalty.
Items 1 and 2:
For all engine types, any combination of the
authorized numbers of these items may be
missing.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 22
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
PART DESCRIPTION
55-10-
1. HORIZONTAL STABILIZER –
AUXILIARY BOX
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
440
200
970
440
lb
kg
lb
kg
670
304
750
341
lb
kg
lb
kg
430
196
900
409
lb
kg
lb
kg
390
177
800
363
lb
kg
lb
kg
430
196
840
381
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 23
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
PART DESCRIPTION
55-10(Cont.)
2. HORIZONTAL STABILIZER –
FIXED TRAILING EDGE
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged trailing edge the
performance limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
500
227
1090
495
lb
kg
lb
kg
750
341
850
386
lb
kg
lb
kg
480
218
1010
459
lb
kg
lb
kg
440
200
900
409
lb
kg
lb
kg
480
218
950
431
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 24
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
55-16-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. HORIZONTAL STABILIZERTO-ELEVATOR SEALS
2. REMARKS AND/OR EXCEPTIONS
34
767-200/300 ONLY
A maximum of 320 inches (80 inches per surface)
may be missing provided the performance limited
weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
600
272
1000
454
lb
kg
lb
kg
900
409
800
363
lb
kg
lb
kg
600
272
1000
454
lb
kg
lb
kg
500
227
900
409
lb
kg
lb
kg
550
250
900
409
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 25
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
55-20-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. INBOARD ELEVATORS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged elevator the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
430
196
950
431
lb
kg
lb
kg
650
295
740
336
lb
kg
lb
kg
420
191
880
400
lb
kg
lb
kg
380
173
780
354
lb
kg
lb
kg
420
191
820
372
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
NOTE: If either of the inboard elevators are
damaged, the forward Center of Gravity (C.G.)
Limit must be shifted aft by 3.0% MAC (except for
dispatch with Alternate Forward C.G.).
767-200/300/400ER
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 26
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
55-20(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. OUTBOARD ELEVATORS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged elevator the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
640
291
1410
640
lb
kg
lb
kg
970
440
1090
495
lb
kg
lb
kg
620
282
1310
595
lb
kg
lb
kg
570
259
1160
527
lb
kg
lb
kg
620
282
1220
554
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
NOTE: If either of the outboard elevators are
damaged, the forward Center of Gravity (C.G.)
Limit must be shifted aft by 3.0% MAC (except for
dispatch with Alternate Forward C.G.).
767-200/300/400ER
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 27
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
55-30-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. VERTICAL STABILIZER –
AUXILIARY BOX
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
470
214
1040
472
lb
kg
lb
kg
710
323
800
363
lb
kg
lb
kg
460
209
960
436
lb
kg
lb
kg
420
191
850
386
lb
kg
lb
kg
460
209
900
409
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 27A
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
55-30(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. VERTICAL STABILIZER –
FIXED TRAILING EDGE
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged trailing edge the
performance limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
770
350
1690
767
lb
kg
lb
kg
1160
527
1310
595
lb
kg
lb
kg
740
336
1570
713
lb
kg
lb
kg
680
309
1380
626
lb
kg
lb
kg
740
336
1460
663
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 27B
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 55 – STABILIZER
ATA
SUB-SYSTEM
PART DESCRIPTION
55-31-
1. VERTICAL STABILIZER-TOFUSELAGE SEALS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
8
Any number or combination may be missing. The
performance decrement is negligible.
1
May not be missing. May have damage due to onground hail. If a performance restriction is required
due to on-ground hail damage, as assessed in the
Structural Repair Manual 51-10-04, the
performance limited weights are reduced by:
767-200/300/400ER
55-40-
1. RUDDER
767-200/300 ONLY
GE CF6-80A/A2
Takeoff and Landing
negligible
Enroute Climb
150 lb
69 kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
100
46
120
55
lb
kg
lb
kg
PRATT & WHITNEY
Takeoff and Landing
negligible
Enroute Climb
140 lb
64 kg
ROLLS ROYCE
05-21-01
negligible
Enroute Climb
120 lb
55 kg
GE CF6-80C2 SERIES
767-400ER ONLY
FAA APPROVED
Takeoff and Landing
D631T001
D6T11320
D6T11321
D6T11322
Takeoff and Landing
negligible
Enroute Climb
130 lb
59 kg
Code
Section
ACDL
1
Page 28
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 56 – WINDOWS
ATA
SUB-SYSTEM
56-11-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. WINDSHIELD
AERODYNAMIC SEALANT
(#1 and #3 WINDOWS)
2. REMARKS AND/OR EXCEPTIONS
1
per
window
May be missing. The performance decrement is
negligible.
767-200/300/400ER
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 29
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-00-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. VORTEX GENERATORS
WINGS
2. REMARKS AND/OR EXCEPTIONS
14
A total of two may be missing, but not more than
one per group. Operations must be limited to a
maximum altitude of 18,000 feet. The
performance penalty is negligible.
50
A total of four (two from each flap) may be missing
provided the performance limited weights are
reduced by:
767-200/300/400ER
TRAILING EDGE FLAP
767-300 ONLY
GE
PRATT & WHITNEY
Landing Climb
Landing Field Length
Quick Turnaround
4700
2132
7600
3448
4100
1860
lb
kg
lb
kg
lb
kg
5000
2268
7900
3583
4100
1860
lb
kg
lb
kg
lb
kg
6350
2881
9200
4173
4120
1869
lb
kg
lb
kg
lb
kg
ROLLS ROYCE
Landing Climb
Landing Field Length
Quick Turnaround
GE CF6-80C2 SERIES
767-400ER ONLY
Landing Climb
Landing Field Length
Quick Turnaround
Increase landing approach speed VREF by
2 knots.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 30
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-20-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. INSPAR UPPER WING
PANEL
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
290
132
640
291
lb
kg
lb
kg
440
200
500
227
lb
kg
lb
kg
280
127
600
273
lb
kg
lb
kg
260
118
530
241
lb
kg
lb
kg
330
150
650
295
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 30A
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-31-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. RAKED WING TIPS
2. REMARKS AND/OR EXCEPTIONS
2
767-400ER ONLY
Both must be removed. The performance limited
weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute
Quick Turnaround
35,600
16,148
38,600
17,509
6,800
3,085
lb
kg
lb
kg
lb
kg
See Flight Manual D631T001, Appendix 2,
Operation with Raked Wingtips Removed, for
structural weight limitations, takeoff speed
adjustments, reference speed adjustments, and
initial buffet boundary.
Use of autoland is not permitted.
2
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged wing tip the performance
limited weights are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
270
123
530
241
ACDL
1
lb
kg
lb
kg
Page31
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
PART DESCRIPTION
57-41-
1. WING LEADING EDGE SLAT
LINKAGE FAIRING PANELS
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
24
A maximum of six (three per side) in any
combination may be missing provided none of the
Leading Edge Slat Mechanism Lubrication Access
Doors (ATA Sub-System 57-41, Item 4) are
missing and the performance limited weights are
reduced by:
767-200/300 ONLY
Enroute Climb
2800 lb
1270 kg
767-400ER ONLY
Enroute Climb
2900 lb
1316 kg
NOTE: Avoid icing conditions if any inboard slat
linkage fairings are missing from either inboard
slat.
2. WING THERMAL ANTI-ICING
DUCT SEAL – DOOR
ASSEMBLY
2
One or both may be missing. The performance
decrement is negligible.
767-200/300/400ER
FAA APPROVED
03-02-10
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 32
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-41
(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
3. FIXED LEADING EDGE
SEALS
2. REMARKS AND/OR EXCEPTIONS
50
767-200/300 ONLY
All inboard Sliding Seals (four per side) and one
Curtain Seal per outboard slat (five per side) may
be missing provided the performance limited
weights are reduced by:
GE CF6-80A/A2
Landing Climb
GE CF6-80C2 SERIES
Landing Climb
2200 lb
998 kg
2700 lb
1225 kg
PRATT & WHITNEY JT9D SERIES
Landing Climb
2200 lb
998 kg
PRATT & WHITNEY 4000 SERIES
Landing Climb
2600 lb
1180 kg
ROLLS ROYCE
Landing Climb
GE CF6-80C2 SERIES
Landing Climb
767-400ER ONLY
2700 lb
1225 kg
3550 lb
1611 kg
NOTE: Curtain seal configuration must be
symmetrical. Sliding seal configuration may be
asymmetrical.
Items 1, 2, and 3: Any combination of the
authorized numbers of these items may be
missing.
4. LEADING EDGE SLAT
MECHANISM LUBRICATION
ACCESS DOORS
40
(20 per
side)
Enroute Climb
767-200/300/400ER
FAA APPROVED
07-20-00
A maximum of four total per airplane in any
combination may be missing provided none of the
Wing Leading Edge Slat Linkage Fairing Panels
(ATA Sub-System 57-41, item 1) are missing and
the performance limited weights are reduced by:
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
950 lb
431 kg
ACDL
1
Page 33
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-41(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
5. INBOARD WING FIXED
LEADING EDGE
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
740
336
1620
735
lb
kg
lb
kg
1110
504
1250
567
lb
kg
lb
kg
710
323
1500
681
lb
kg
lb
kg
650
295
1330
604
lb
kg
lb
kg
710
323
1400
636
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 33A
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-41(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
6. OUTBOARD WING FIXED
LEADING EDGE
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
380
173
840
382
lb
kg
lb
kg
580
264
650
295
lb
kg
lb
kg
370
168
780
354
lb
kg
lb
kg
340
155
690
313
lb
kg
lb
kg
370
168
730
332
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 33B
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
PART DESCRIPTION
57-43-
1. WING LEADING EDGE SLAT
WEDGE
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
12
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged slat wedge the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
190
87
420
191
lb
kg
lb
kg
290
132
330
150
lb
kg
lb
kg
190
87
390
177
lb
kg
lb
kg
170
78
350
159
lb
kg
lb
kg
190
87
370
168
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 34
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-51-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. MAIN LANDING GEAR
TRUNNION SUPPORT
FAIRINGS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
1. One may be missing provided the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
300
136
600
272
lb
kg
lb
kg
500
227
500
227
lb
kg
lb
kg
300
136
600
272
lb
kg
lb
kg
300
136
500
227
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
NOTE: For 767-400ER, see Items
5 and 6.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page35
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-51(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. TRAILING EDGE FLAP
HINGE FAIRINGS
2. REMARKS AND/OR EXCEPTIONS
6
767-200/300 ONLY
Each fairing is comprised of three sections. All or
part of one fairing may be missing with the
following provisions:
1. If the forward section is removed, the mid and
aft sections must be removed also.
2. If the mid section is removed, the aft section
must be removed. The forward section may
remain installed.
3. The aft section may be removed without
removing the forward or mid sections.
4. The performance limited weights are reduced
by:
GE CF6-80A/A2
Takeoff and Landing
1700 lb
772 kg
Enroute Climb
3800 lb
1724 kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
2600
1180
2900
1315
lb
kg
lb
kg
1700
772
3800
1724
lb
kg
lb
kg
1500
681
3100
1406
lb
kg
lb
kg
1650
749
3250
1475
lb
kg
lb
kg
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
767-400ER ONLY
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
Items 1 and 2: Any combination of the authorized
numbers of these items may be missing.
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 36
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-51(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
3. INBOARD TRAILING EDGE
FIXED PANEL
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
2400
1089
5270
2391
lb
kg
lb
kg
3620
1642
4080
1851
lb
kg
lb
kg
2300
1044
4890
2219
lb
kg
lb
kg
2110
958
4320
1960
lb
kg
lb
kg
2300
1044
4560
2069
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 37
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-51(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
4. OUTBOARD TRAILING
EDGE FIXED PANEL
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged panel the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
2290
1039
5030
2282
lb
kg
lb
kg
3460
1570
3890
1765
lb
kg
lb
kg
2200
998
4670
2119
lb
kg
lb
kg
2020
917
4120
1869
lb
kg
lb
kg
2200
998
4350
1974
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 38
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
PART DESCRIPTION
57-51(Cont.)
5. MAIN LANDING GEAR
FORWARD TRUNNION
FAIRINGS (ON WING FIXED
TRAILING EDGE)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
2. REMARKS AND/OR EXCEPTIONS
2
767-400ER ONLY
1. One may be missing provided the
corresponding Aft Trunnion Fairing is also
removed. The performance limited weights
are reduced by:
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
2300
1044
4500
2042
lb
kg
lb
kg
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
NOTE: The above performance decrements are
for one set of Forward and Aft Trunnion Fairings
removed.
6. MAIN LANDING GEAR AFT
TRUNNION FAIRINGS (ON
WING FIXED TRAILING
EDGE)
2
1. One may be missing provided the performance
limited weights are reduced by:
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
400
182
750
342
lb
kg
lb
kg
2. Limit speed to 270 KIAS / 0.73 Mach.
NOTE: Place the ALTERNATE Vmo / Mmo Switch (if
installed) in the alternate position.
7. MAIN LANDING GEAR SIDE
BRACE TRUNNION AFT
FAIRINGS
2
Both may be missing. The performance penalty is
negligible.
767-200/300 ONLY
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page39
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-53-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. INBOARD TRAILING EDGE
FLAPS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged flap the performance limited
weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
590
268
1300
590
lb
kg
lb
kg
900
409
1010
459
lb
kg
lb
kg
570
259
1210
549
lb
kg
lb
kg
520
236
1070
486
lb
kg
lb
kg
570
259
1130
513
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 40
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-53(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. OUTBOARD TRAILING
EDGE FLAPS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged flap the performance limited
weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
1190
540
2620
1189
lb
kg
lb
kg
1800
817
2030
921
lb
kg
lb
kg
1150
522
2430
1103
lb
kg
lb
kg
1050
477
2150
976
lb
kg
lb
kg
1150
522
2270
1030
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 41
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-60-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. INBOARD AILERONS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged aileron the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
400
182
880
400
lb
kg
lb
kg
610
277
680
309
lb
kg
lb
kg
390
177
820
372
lb
kg
lb
kg
360
164
720
327
lb
kg
lb
kg
390
177
760
345
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 42
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-60(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
2. OUTBOARD AILERONS
2. REMARKS AND/OR EXCEPTIONS
2
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged aileron the performance
limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
530
241
1170
531
lb
kg
lb
kg
810
368
910
413
lb
kg
lb
kg
510
232
1090
495
lb
kg
lb
kg
470
214
960
436
lb
kg
lb
kg
510
232
1010
459
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 43
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 57 – WINGS
ATA
SUB-SYSTEM
57-70-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. SPOILER PANELS
2. REMARKS AND/OR EXCEPTIONS
12
767-200/300 ONLY
None may be missing. May have damage due to
on-ground hail. If a performance restriction is
required due to on-ground hail damage, as
assessed in the Structural Repair Manual 51-1004, for each damaged spoiler panel the
performance limited weights are reduced by:
GE CF6-80A/A2
Takeoff and Landing
Enroute Climb
240
109
530
241
lb
kg
lb
kg
370
168
410
186
lb
kg
lb
kg
240
109
490
223
lb
kg
lb
kg
220
100
440
200
lb
kg
lb
kg
240
109
460
209
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
ROLLS ROYCE
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
767-400ER ONLY
Takeoff and Landing
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 44
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 71 – PROPULSION
ATA
SUB-SYSTEM
71-11-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. FAN COWL PRESSURE
RELIEF ACCESS DOORS
2. REMARKS AND/OR EXCEPTIONS
GE
2
(1 per PRATT & WHITNEY
nacelle)
767-200/300/400ER
One or both may be missing provided the Fan
Cowl Oil Tank Access Door (ATA Sub-System 7111, Item 2) on the same nacelle is not missing.
The performance decrement is negligible.
2. FAN COWL OIL TANK
ACCESS DOORS
GE CF6-80C2 SERIES
2
(1 per
nacelle)
767-200/300/400ER
One or both may be missing provided the Fan
Cowl Oil Pressure Relief Door (ATA Sub-System
71-11, Item 1) on the same nacelle is not missing
and the performance limited weights are reduced
by:
Enroute Climb
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
200 lb
91 kg
ACDL
1
Page 45
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 72 – ENGINE
ATA
SUB-SYSTEM
72-33-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. FAN CASE EXIT LINER
SEGMENTS
2. REMARKS AND/OR EXCEPTIONS
18
(9 per
engine)
A maximum of two (one per engine) may be
missing provided the top segment on each cowl
half remains in place and the performance limited
weights are reduced by:
767-200/300 ONLY
PRATT & WHITNEY JT9D SERIES
Takeoff and Landing
Enroute Climb
FAA APPROVED
07-20-00
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
4400
1996
4400
1996
ACDL
1
lb
kg
lb
kg
Page 46
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 78 – EXHAUST
ATA
SUB-SYSTEM
78-31-
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
1. THRUST REVERSER
SLEEVE ACTUATOR
ACCESS PANELS
2. REMARKS AND/OR EXCEPTIONS
A maximum of eight (four per nacelle) in any
12
(6 per combination may be missing provided the
nacelle) performance limited weights are reduced by:
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
767-200/300 ONLY
767-200/300/400ER
2. THRUST REVERSER TRACK
FAIRINGS
GE
Takeoff and Landing
Enroute Climb
8
(4 per
engine)
negligible
negligible
Any number or combination may be missing
provided the performance limited weights are
reduced by:
GE CF6-80A/A2
Takeoff and Landing
767-200/300 ONLY
negligible
200 lb
91 kg
Enroute Climb
300
136
600
272
lb
kg
lb
kg
400
181
600
272
lb
kg
lb
kg
300
136
600
272
lb
kg
lb
kg
500
227
750
341
lb
kg
lb
kg
GE CF6-80C2 SERIES
Takeoff and Landing
Enroute Climb
PRATT & WHITNEY
Takeoff and Landing
Enroute Climb
GE CF6-80C2 SERIES
Takeoff and Landing
767-400ER ONLY
Enroute Climb
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 47
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 78 – EXHAUST
ATA
SUB-SYSTEM
78-31(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
3. FAN THRUST REVERSER
BLOCKER DOORS
2. REMARKS AND/OR EXCEPTIONS
24
(6 per
cowl
half)
GE CF6-80A/A2
A maximum of four (one per cowl half) may be
missing provided the performance limited
weights are reduced by
Takeoff and Landing
767-200/300 ONLY
Enroute Climb
1400
635
1300
590
lb
kg
lb
kg
GE CF6-80C2 SERIES
One may be missing from each reverser half of
one engine, provided the thrust reverser is
deactivated and the performance limited weights
are reduced by:
NOTE: Drag links must be
removed for all engine types.
Takeoff and Landing
Enroute Climb
800
363
1600
726
lb
kg
lb
kg
PRATT & WHITNEY
A maximum of four (one per cowl half) may be
missing provided the performance limited
weights are reduced by:
PRATT & WHITNEY JT9D SERIES
Takeoff and Landing
2100
953
Enroute Climb
2000
908
PRATT & WHITNEY 4000 SERIES
lb
kg
lb
kg
Takeoff and Landing
lb
kg
lb
kg
Enroute Climb
2400
1089
2300
1043
ROLLS-ROYCE
Only two blocker doors per engine may be
missing. Only one engine may have any
missing blocker doors provided the thrust
reverser is deactivated and the performance
limited weights are reduced by:
Takeoff and Landing
1600 lb
726 kg
Enroute Climb
1900 lb
862 kg
(Continued on next page)
FAA APPROVED
05-21-01
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page 48
BOEING
AIRPLANE FLIGHT MANUAL
SYSTEM 78 – EXHAUST
ATA
SUB-SYSTEM
78-31(Cont.)
1. NUMBER OF PARTS REQUIRED FOR ALL FLIGHT
CONDITIONS EXCEPT AS PROVIDED IN COLUMN 2.
PART DESCRIPTION
3. FAN THRUST REVERSER
BLOCKER DOORS
(Continued)
2. REMARKS AND/OR EXCEPTIONS
24
(6 per
cowl
half)
767-400ER ONLY
GE CF6-80C2 SERIES
One may be missing from each reverser half of
one engine, provided the thrust reverser is
deactivated and the performance limited
weights are reduced by:
Takeoff and Landing
Enroute Climb
950
431
850
386
lb
kg
lb
kg
NOTE: Drag links must be removed.
78-31
4. THRUST REVERSER
CASCADE VANE
SEGMENTS
36
(18 per
engine)
GE CF6-80A/A2
PRATT & WHITNEY
767-200/300 ONLY
A maximum of three per reverser side (six per
engine) may be missing with no penalty, provided:
a) Segments are missing only from one engine
only and thrust reverser is deactivated.
b) No two adjacent segments are missing.
c) Top and bottom segments remain in place.
Items 1, 2, 3 and 4: Any combination of the
authorized numbers of these items may be
missing.
FAA APPROVED
07-27-04
D631T001
D6T11320
D6T11321
D6T11322
Code
Section
ACDL
1
Page49
