IFly 744 Tutorial

Flight Tutorial
For The
iFly Jets: The 747-400
Version 2.0
2 November 2015
http://www.iflysimsoft.com/
Contents
Introduction
Preparation
Instrument Panels
16
Electrical Power Up Supplementary Procedure
22
Preliminary Preflight Procedure
25
CDU Preflight Procedure
26
Preflight Procedure
36
Before Start Procedure
44
Pushback Procedure
46
Engine Start Procedure
47
Before Taxi Procedure
48
Before Takeoff Procedure
50
Takeoff Procedure
51
Climb Procedure
55
Cruise Procedure
62
Descent Procedure
69
Approach and Landing Procedure
77
After Landing Procedure
87
Shutdown Procedure
88
Secure Procedure
90
Introduction
This flight tutorial is only for the iFly Jets: The 747-400. The purpose of the tutorial is to help users
familiarize themselves with the iFly Jets: The 747-400 aircraft simulation by leading them through the
steps required to simulate a scheduled airline flight. The separate Aircraft Operating Manual (AOM)
covers all onboard systems in great detail and should be studied to gain a complete understanding of
the simulation. This tutorial is suitable for those who can already successfully operate the default
aircraft provided by Microsoft Flight Simulator, but are unfamiliar with complex simulations. Even if you
are a Flight Simulator veteran, it is recommended that you take the time to read through this tutorial as
the iFly simulation closely models the real Boeing 747-400. Basic aviation knowledge is presumed.
Users should read through this tutorial prior to flight and keep it close at hand during the flight.
Never hesitate to pause Flight Simulator in order to understand the procedures described in this
tutorial.
After completing this tutorial and studying the AOM, users should be able to operate all systems of the
iFly Jets: The 747-400 much like the real aircraft is operated.
THIS TUTORIAL IS ONLY FOR THE IFLY JETS: THE 747-400, AN ADD-ON FOR MICROSOFT
FLIGHT SIMULATOR. IT IS STRICTLY FORBIDDEN TO APPLY ANY INSTRUCTIONS CONTAINED
IN THIS TUTORIAL TO ANY SITUATION WHICH INVOLVES REAL AVIATION.
The flight used as the example in this tutorial is from London Heathrow Airport (EGLL) to San Francisco
International Airport (KSFO). The situation starts with a cold and dark cockpit. All screenshots are from
the FS9 version of the aircraft.
The tutorial consists of aircraft set up, flight plan and the take off, climb, cruise, descent, approach and
landing phases of a simulated airline flight. Many aspects of the separate AOM are not part of the
tutorial. However, the information may be applied in any simulated flight.
The following sceneries are used for this tutorial:
London Heathrow: Aerosoft
San Francisco International: Fly Tampa
Freeware files for both airports may be available from various community websites and there are
several commercial sceneries which could increase your enjoyment of the simulation.
Special thanks to Steve Hall for serving as check pilot and freely contributing his professional expertise,
which kept this tutorial on course. Thanks to the entire iFly 747-400 Team for reviewing this document.
Note: The screenshots in this tutorial were gathered over several months and show software
under test. There may be slight differences, including airspeed, between the tutorial
screenshots and what you see during your tutorial flight. These differences are not significant.
IMPORTANT: Please see the Tutorial Addendum for additional information concerning proper
procedure for operating the simulation.
The iFly Developer Team
REMAINDER OF PAGE BLANK
Preparation
In order to verify that the status of Flight Simulator is the same as its status in this tutorial, some
configuration by you is necessary. Prior to running FS, you must configure the aircrafts weight and other
parameters.
Weight and Fuel Configuration

Run the Configuration Tool, located in your iFly Jets The 747-400 folder on your start menu or use the
default shortcut on the Desktop. NOTE: THE CONFIGURATION TOOL MUST RUN AND NEW SETTINGS
SAVED WHEN FLIGHT SIMULATOR IS NOT RUNNING. THE CONFIGURATION TOOL MUST BE RUN
BEFORE LOADING ANY OF THE IFLY MODELS.
The Configuration Tool utility is used to change multiple items involved in aircraft setup. For this tutorial,
the default weights must be changed. Start the Configuration Tool for the 747-400 and, as shown below:
-
this tutorial uses a 3 Class 416 seats configuration

set the forward cargo to 84%, and the aft cargo compartment to 0%
set 382 passengers
click Update to record the new data in the aircraft configuration file (aircraft.cfg).
NOTE: All iFly 747 models MUST be configured with this tool. Do not use third party tools for
configuration.
See the next page for the aft part of the passenger cabin.
Do not forget to click Update after entering the passenger and cargo load.
Fuel Configuration page:
Enter 129,514 kgs in the Set desired total fuel field. The Configuration Tool will automatically distribute
the fuel load among the tanks as required by the fuel logic.
Do not forget to click Update after entering the fuel load.

Before going to the cockpit, the aircraft must be configured for the tutorial. The styles used in this
tutorial are shown in the screenshots which follow and are set using the Configuration Tool.
(NOTE: FSX, FSX SE and P3D users please see the Tutorial Addendum.)
For this tutorial, select the 747-400 with GE engines at the iFly Configuration Tool My Fleet tab. Select
either Normal screen or Wide screen according to your monitor:
Then click Edit and you will see:
Click Next and set all options as shown below.

NOTE: Special attention should be paid in order to ensure that metric units are employed when using
this tutorial.
Then click each Tab in turn and set the styles.
10
Click DONE then OK on the popup and you will return to the MyFleet page with a configured aircraft.
Click Exit on that page.
Styles may also be set from the FS menu bar. Choose iFlyiFly Jets: The 747-400Styles. Set
the Unit to Metric System and the remainder of the styles as shown above.
11
If the metric unit is not selected the input of data when configuring the CDU will trigger errors.
Configure FS and then select the iFly 747-400
Now start Flight Simulator with the default flight with the engine running and go to the Settings International page and set Metric (altimeter in feet) as Units of measure:
International, Unit of Measure, MUST be set to Metric (altimeter in feet) for this tutorial.
NOTE: FSX and P3D users need to select Hybrid (feet, milibars) on the SETTINGS
GENERAL page.
Next select Create A Flight then click Change Location. Then on the Go To Airport page, set
London Heathrow (EGLL) as the location and Gate 340 as the position. If you are using default FS2004
scenery, select any Heavy gate.
12
Then click OK to go back to the Create a Flight page then click Select Aircraft. Select iFly Developer
Team as the Aircraft manufacturer and the iFly 747-400 GE with the monitor you are using as the
Aircraft model. Normal screen is suitable for 1280x1024 or similar displays, and Wide screen is for
1680x1050 or similar displays.
13
Click OK and you will back to the Create A Flight page. Then click Selected Weather and on the
WEATHER tab select Clear Skies as the Weather theme. This will clear the weather and set the
atmospheric pressure to 1013Hpa/29.92mb.
Click OK and you will be back to the Create A Flight page.
14
Click Fly Now and you are at the gate with a Cold and Dark aircraft:
NOTE: The tutorial flight is 4,779NM, a trip which takes around ten hours at normal FS speed. You
may want to depart EGLL at about 1300 hours local time in order to arrive at KSFO while it is
still daylight on the West coast of the U.S.
15
Instrument Panels
Now is the time to become familiar with our office, the 747-400 flight deck. For easier explanation,
each panel is identified and that information will be used during explanations in later sections of this
tutorial.
Each of the 2D panels may be selected using the Panel Selector positioned at the upper left corner of
the monitor.
OVERHEAD
GLARESHIELD
CENTER FORWARD
LEFT FORWARD
RIGHT FORWARD
CONTROL STAND
FORWARD AISLE
STAND
AFT AISLE STAND
NOTE: The OVERHEAD MAINTENANCE Panel (iFly AFT OVHD) is not shown above, but is included
in the close up panel screenshots which follow.
16
OVERHEAD PANEL (iFly FWD OVHD)
LEFT
CENTER
RIGHT
OVERHEAD MAINTENANCE PANEL (iFly AFT OVHD)
17
LEFT FORWARD INSTRUMENT PANEL
RIGHT FORWARD INSTRUMENT PANEL
18
CENTER INSTRUMENT PANEL
GLARESHIELD PANEL
First Officer
Captain
MODE CONTROL PANEL (MCP)

THROTTLE PANEL
19
FORWARD AISLE STAND (iFly THR)
CONTROL STAND (iFLY THR)
20
AFT AISLE STAND (iFly AFT ELEC)
21
Electrical Power Up Supplementary Procedure

There is no electrical power supplied to the cockpit, so the first thing we need to do is get the power on.
1. Using the Panel Selector, open the FWD OVHD panel.

Check the battery switch: Click the switch to open the
guard and verify that the switch is ON. The guard will
close automatically after 2 seconds.
2. Check the STANDBY POWER switch, and verify that it
is positioned at AUTO.
LEFT FWD OVHD PANEL
LEFT FWD OVHD PANEL
Now the cockpit has electric power supplied by the batteries only. Needless to say, the batteries can
support the system only for a short time. Before connecting to any exterior power or APU power, we
should check the status of the hydraulic system, windshield wipers, flaps and the landing gear, making
sure that all controls and switches are in the correct position. Now close the FWD OVHD panel using
the Panel Selector and then select the main panel.
3. Verify that the ALTERNATE FLAPS selector on the Center

Instrument Panel is OFF.
4. Now back to the FWD OVHD panel. In the lower part of

the Center FWD OVHD panel, check that two windshield
wiper selectors are both positioned OFF.
5. On the Left FWD OVHD panel check the hydraulic

DEMAND pump selectors to verify they are off.
6. Now close the FWD OVHD panel and come back to the
main panel. On the Center Instrument panel check the
landing gear lever and verify that it is positioned at DN.
7. Verify that the green DOWN indicator is displayed on
the upper EICAS. The green indicator means that the
landing gear is down and locked. If the landing gear is
not down and locked, or is in disagreement with the
landing gear levers position, a red indicator will
illuminate.
22
Now we have finished the checks before applying external or APU power. Either can provide sufficient
electric power to the aircraft. In order to explain how to apply these two electric power sources, we will
first connect external power, then APU power, and then disconnect external power.
Connecting external power:
8. In FS, no ground crew will bring power to the aircraft, so
we can only simulate this process. First, verify that the
aircraft is not moving in the parking area. Open the THR
panel using the Panel Selector and confirm that the Park
Brake lever is pulled up. Then close the throttle panel.
9. Then in the FS dropdown menuiFlyiFly Jets:

The 747-400Ground SupportGround Power,
click Connect. This simulates the process when the
ground crew inserts the power supply into the external
power socket of the aircraft. Note that the Ground
Support option will only be available when the aircraft is
on the ground with throttles closed, stationary and the
Park Brake is on. Otherwise this option is grey and
unavailable.
10. Now take a look at the Left FWD OVHD panel. EXT
PWR 1 and 2 AVAIL are illuminated, indicating power is
connected and its capacity meets the electrical
requirements of the aircraft. Now check that BUS TIE
switches are set to AUTO.
11. Next press EXT PWR switches 1 and 2 and confirm that
ON is displayed for each switch. Ground power is now
connected to the AC transfer buses.
We have now successfully connected external power to the aircraft. Next we will start the APU. It is OK
to have only the exterior power supply connected and carry out the procedures explained later in this
tutorial without starting the APU. However, in order to explain in detail the functionality of every device,
we will start APU. If you do not want to start APU, the following steps can be skipped and you can go
directly to the Preliminary Preflight Procedure section.
12. Before starting the APU, confirm that TR is selected with

the APU Start Source switch on the AFT OVHD Panel
13. Now, on the Left FWD OVHD Panel, turn the

APU selector to START. The switch will
automatically position to ON.
23
14. When the APU is running, the APU generator

1 and APU generator 2 AVAIL lights on the
Left FWD OVDH panel will illuminate.
Confirm that the BUS TIE switches are in
AUTO.
15. Press the APU GEN 1 and APU GEN 2 switches
and ON will illuminate. Now the APU is
supplying electrical power to the aircraft.
16. External power and the APU generators are now

connected, but this does not mean that both power
sources
are
providing
electrical
power
simultaneously. The power source which is
connected last (in this case, the APU generators) is
the one that will provide electricity to the aircraft.
Since the APU is now providing electrical power to
the aircraft, we need to ask the ground crew to
remove the external power cable. Contact the ground
crew as in step 9 above, and choose Disconnect.
This completes the Electrical Power Up Supplementary

Procedure.
All following procedures assume completion of the Electrical Power Up Supplementary Procedure.
24
Preliminary Preflight Procedure

1. It is recommended that a full IRS alignment, which
takes about ten minutes, be performed before each
flight. If you do not wish to have a realistic alignment
time, you can go to FS menu -> iFlyiFly Jets:
The 747-400StylesIRS alignment, and
choose Fast Alignment Time to reduce the
alignment time to about two minutes and 30 seconds
(used in this Tutorial). You may also choose Instant
alignment time. To align the IRS, rotate the three IRS
mode selector switches to OFF for 10 seconds then
to back to NAV, thus starting the IRS alignment
process.
LEFT FWD OVHD
The aircraft initial position must be entered to

complete the alignment. This done on the CDU POS
INIT page. When the alignment is complete, the
PFDs and NDs located on the Main Instrument Panel
will come alive and display data. See paragraph 2
of the CDU Preflight Procedure below for details.
2. Open the Lower EICAS and click STATUS. Verify that
only expected messages are shown and that oxygen
pressure, hydraulic quantity quantity are sufficient for
flight.
LOWER EICAS STATUS
Next click ENG and verify that engine oil quantity is

sufficient for flight. Close the Lower EICAS.
LOWER EICAS ENG
3. If a crew change or maintenance action is involved:

A. Check that Guards are closed on the AFT
OVHD PANEL and, with the exception of the
split system break OPEN light, all other lights
are off.
B. Confirm that the APU START SOURCE
switch is in the TR position.
C.
Set the LOWER LOBE CARGO

CONDITIONED AIR FLOW RATE
SELECTOR as needed. Note that while
the selector may be rotated, this system is
not modeled.
AFT OVHD PANEL
D. Now close the AFT OVDH panel and then look

at the Upper EICAS. Confirm that the Park
Brake remains engaged.
25
CDU Preflight Procedure

After the Preliminary Preflight Procedure is completed, the CDU Preflight Procedure can be started. We
must finish some CDU operations, such as checking the IDENT data and entering the performance and
navigation data. For easier explanation, we will give a number to each LSK (Line Select Key), as shown
in the figure below.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
1. Using the Panel Selector, open the CAPT CDU and,

on the INIT/REF INDEX CDU page, click IDENT to
check data such as the aircraft type. Of course, this
step is not so important for a FS pilot, so if you are
short of time you may skip this step and go to step 2.
If the page popping up is not the IDENT page, then
press 6L to access the INDEX page, then press
1L to arrive at the IDENT page. On this page we
should check if the aircraft type, engine model and
navigation database are correct.
2. Then press 6R on the IDENT page to access the
POS INIT page. The POS INIT page can also be
accessed from the CDU INDEX page. If you have
correctly initiated IRS alignment during the Preliminary
Preflight Procedure, you should see a series of box
prompts at 5R. Enter the current position of the
aircraft here to complete IRS alignment: Click 1R
to transfer the last position stored by the FMC to the
scratchpad and then click 5R to enter the position for
the IRS to use.
Now look at 2L. If we enter the airport ICAO code
here the position of the reference airport will be
displayed in 2R. Similarly, we can also transfer the
position to the scratchpad, and then enter it for the IRS
system. This may not be the same as the current
aircraft position.
You can also enter the current position into the
scratchpad manually. Press SHIFT+Z and the current
position of the aircraft will be displayed on the upper left
corner of the screen. The position must be entered
accurately with the CDU keypad. Also, the GPS
position from the CDU POS INT Page 2/3 can be
copied to the CDU scratchpad then entered on page 1.
Also check 4L for correct time display.
26
3. Press 6R on the POS INIT page to access the RTE

page. Now it is time to enter the route data. The
tutorial route, EGLL to KSFO, installs with this
document, as do applicable charts. A saved route
can be entered in 3R. The route used in this tutorial
was saved as EGLLKSFO, so enter EGLLKSFO in
the scratchpad and press 3R to complete the
process of entering the route. Then press 6R to
activate the route. The white light above the EXEC
button of the CDU will illuminate, and then press the
EXEC button to execute the route. Now skip to No.
6 below, or continue reading for a discussion of
manual route entry.
A route may also be entered waypoint by waypoint.
For example, first enter EGLL into 1L then KSFO
into 1R. If desired, enter the flight number at 2R.
The maximum length of a flight number is 8
characters.
Press NEXT PAGE to go to the second page of
RTE, where waypoints on the route are entered. Each
line represents a segment of the route.
As the departure airport is already entered in the
CDU, the first waypoint on the route is entered at
1R, as shown at the right. After the first waypoint is
entered in 1R, a dotted line will appear in 2L Enter
the airway departing the first waypoint here, or if your
flight plan is direct between waypoints (no airways)
leave 2L blank and the CDU will automatically
consider the route to be direct (DCT) to the next
waypoint which you will enter in 2R. The route can
also be entered on the LEGS page. This method is
time consuming, and does take more effort for longer
routes.
You may ask, How can I find a route? There are many software flight planners and websites
capable of searching for routes, for example see www.rfinder.asalink.net/free/ and for a full flight
plan package see http://www.simbrief.com/home/.
The route used in this tutorial is as follows:
EGLL WOBU3F WOBUN DCT WELIN UT420 TNT UN57 POL UN601 STN UN610 RATSU DCT
65N020W DCT 67N030W DCT 69N040W DCT 70N050W DCT 70N060W DCT ADSAM NCAA
100A LAT1 YBE DCT YZU J527 YNY DCT TWISP DCT RBL GOLDN6 KSFO
NOTE: OVER TIME RUNWAY DESIGNATIONS, PROCEDURE AND WAYPOINT NAMES WILL
CHANGE DUE TO SHIFTNG OF EARTHS MAGNETIC POLE AND OTHER FACTORS.
NONETHELESS, THE CONCEPTS IN THIS TUTORIAL REMAIN VALID. USERS MAY WISH TO
FLY THE TUTORIAL WITH CURRENT RUNWAY DESIGNATORS, PROCEDURE AND WAYPOINT
NAMES.
27

4. Before entering a waypoint, we need to introduce the
Select Desired Waypoint page. When the name of an
entered waypoint is not unique in the navigation
database, the Select Desired WPT page will
automatically display. Choose the waypoint by pressing
its left corresponding LSK. On this page, the waypoints
with the same names will be sorted according to their
distance from the current location of the aircraft or from
a waypoint along the route, to which special attention
should be paid. Normally, you will select the first
waypoint on the list.
5. Continuing the example of manual route entry, the
starting point of a route is the waypoint on the right side
of the current line, the name of a route between
waypoints is on the left side of the current line, and the
last point of the route is on the right side of the current
line. In our example, ignoring SID/STAR, which will be
selected later, the first waypoint is WOBUN, so we input
it 1R, and then input the second waypoint, WELIN at
2R, then airway UT420 at 3L and the next waypoint,
TNT, on 3R.
As seen in the complete route above, there are latitude
and longitude coordinates which need to be entered in
the CDU. These are called pilot defined waypoints and
display in a seven-character format. They are entered
in the CDU with no space or slash between the latitude
and longitude entries and leading zeroes must be
entered. All digits and decimal points (to 1/10 minute)
must be entered unless the latitude and longitude are
full degrees.
Examples:
-
65N020W is entered as N65W020

N47 15.4 W008 3.4 is entered as
N4715.4W00803.4 and displays as N47W008.
At the right, N67W030 is in the scratchpad ready to be

entered in the route by clicking 3R. Note this example
in on the third RTE page.
Continue this process until the entire flight plan is
entered in the CDU.
When the route is entered press 6R to activate it.
The white light above the CDU EXEC button
illuminates. Then press the EXEC button to execute
the route.
28
6. Now its time to choose the departure procedure at

EGLL. Press the CDU DEP/ARR button to display
the DEP/ARR INDEX page. If the EGLL
DEPARTURES page does not display, press 6L to
access the DEP/ARR INDEX page. Then press 1L
to access the EGLL DEPARTURES procedures
page. In this tutorial, 27R is the active takeoff
runway, and we use the WOBU3F departure
procedure. If necessary, use PREV PAGE and
NEXT PAGE buttons to find the 27R runway on
the right side of the screen.
Press the LSK corresponding to the 27R runway to
select it. <SEL> means that the item is selected.
After selecting the runway, only the Standard
Instrument Departure (SID) procedures that are
associated with the 27R runway will be displayed on
the left side of the screen.
If necessary, use PREV PAGE and NEXT PAGE

buttons to find the WOBU3F departure procedure on
the left side of the screen. Press the LSK to select
the procedure. There is no transition.
Now press the EXEC button to execute the

departure procedure.
NOTE: While unlikely at this point, if the CDU LEGS

page
displays
boxes
and
--ROUTE
DISCONTINUITY-, as shown on the right, see page
64 for discussion of the procedure to clear the
DISCONTINUITY. Do not proceed until this is
accomplished.
29
7. We will enter the KSFO arrival procedure and runway later while in flight. Flight crews are
seldom certain of this information until close to starting the descent and the arrival runway is
known.
Real World Tip

The preceding CDU Preflight Procedure is written to teach the basics of entering a route. However,
for users comfortable with entering data in the CDU, there is a much quicker method.
Assume that you have everything entered up to WELIN, which would display on 2R, as outlined
above.
As long as the end of one airway and the start of the next airway in the flight plan are at the same
waypoint, the airway start and end points do not need to be entered on the right hand side of the
CDU. So now all that needs to be done is to enter the airways on the left hand side of the CDU.
EGLL WOBU3F WOBUN DCT WELIN UT420 TNT UN57 POL UN601 STN UN610 RATSU
DCT 65N020W DCT 67N030W DCT 69N040W DCT 70N050W DCT 70N060W DCT ADSAM
NCAA 100A LAT1 YBE DCT YZU J527 YNY DCT TWISP DCT RBL GOLDN6 KSFO
Enter UT420 at LSK 3L and dashes will remain at LSK 3R. Next enter UN57 at LSK 4L and TNT will
automatically display at LSK 3R. The FMC knows that TNT is the waypoint common to both
airways. Next put UN601 at LSK 5L and POL will automatically display at LSK 4R.
Keep doing this until UN610. As this is not followed by an intersecting airway we would need to put
the airway endpoint, RATSU, on the RH side LSK.
Note that next in the flight plan there is a series of DCT legs. Enter those waypoints on the RH side
of the CDU. After DCT ADSAM, enter NCAA on the next LH side line then 100A on the RH side line
across from it, then LAT1 on the next LH side line and YBE on the RH side line across from it.
Then repeat the process until the last waypoint, RBL is entered on the RH side.
While this method makes entering a long route much quicker, remember that it works only if the
airways either start and finish at a common waypoint or intersect at a common waypoint. And, as
this method involves shortcuts, you should carefully check the route for completeness.
30
8. With route entry complete for now, we need to

enter the performance data, which, if missing, will
result in the FMC being unable to calculate
required data. Press the CDU INT REF button. If
the PERF INIT page does not display, press 6L to
access the INDEX page, then 3L to access the
PERF INIT page. All box prompts here must be
filled in. Dashes are optional data. 1L is the
gross weight of the aircraft; 2L, fuel weight; and
3L, unfueled, or zero fuel, weight of the aircraft. In
other words, 1L = 2L + 3L. Click 3L and the
system will calculate the ZFW and GR WT. Please
confirm the weight unit again. In the FS menu bar
choose iFly Styles and set the Unit to Metric
System. The FUEL data at 2L is automatically
obtained by sensors.
Then enter the required fuel reserve at 4L. The
tutorial uses a fuel reserve of 17.7. The CDU will
likely display an INSUFFICIENT FUEL warning at
this point, which may be ignored as the system will
update after takeoff. Clear the message by pressing
and holding the CDU CLEAR button The Cost Index
(CI) at 5L is used to calculate the economic speed of
climbing, cruising, and descending. Valid entries are 0
to 9999. Enter 100 for this tutorial. The bigger the
value the higher the ECON speed and the smaller the
value the lower the ECON speed. CI is defined as a
ratio of the flying time to the cost of fuel. It is
determined by dividing the cost per hour to operate
the aircraft, excluding the fuel, by the cost of the fuel
by quantity (kgs/lbs).
9. Next, data on the right side of the CDU is entered.

Enter the cruise altitude for the route at 1R as feet
or flight level. In our example, 30000 feet is the initial
cruise altitude, so we can enter either 30000 or 300
in the scratchpad then press 1R to enter it into the
CDU.
Note 5R, STEP SIZE. The ICAO 4000ft STEP SIZE
is used for this tutorial. Generally, STEP SIZE is
2000ft in RVSM airspace or 1000ft if the aircraft is on
the directional North Atlantic Track System (NATS).
To change the STEP SIZE enter a number in the
scratch pad then press 6R.
31
10. This step is not used for this tutorial, but is

important when flying with weather injected into
FS. Note 6R on the ACT RTE LEGS page at
the right. Pressing 6R takes you to the RTE
DATA page.
On the RTE DATA page, 1R- 5R hold the wind

data for the displayed waypoints.
Press 1R and
the WOBUN WINDS page displays.
Altitude at the waypoint is entered first at 1L. Then,

wind speed and direction are entered at the boxes
which will display at 4R. Altitude is entered in feet
or Flight Level. Wind direction data must be 3 digits add a 0 on the left if wind direction is not 100 degrees
or more. Enter the air temperature data at that the
waypoint altitude at 5R. The default unit is degrees
Celsius.
If you would like to input degrees
Fahrenheit, add the suffix F after the temperature.
Generally speaking, there is no weather forecast in
FS, so you may leave these lines blank. If there is no
data here, the FMC will calculate using no wind
during the cruise and the standard air temperature.
In this tutorial, we do not input any data. However,
add on weather programs will provide the data to
enter, thereby increasing the accuracy of FMC
calculations.
32
11. Now press the CDU VNAV button which takes

you to the CLB page. 3R on that page is the
Transition Altitude, above which the system uses
Flight Levels (FLs) and below which it uses feet.
The default Transition Altitude is 18000 feet.
EGLL has a Transition Altitude of 6000 feet, so
make that change now by entering 6000 in the
scratchpad then pressing 3R. Make a note that
18000 feet is the Transition Altitude in the U.S.
NOTE: The speed limit for our departure is
250kts below 10,000ft. However, as we are a
HEAVY, we will assume the normal ATC No
speed restrictions apply for the departure. The
default restriction of 274/10000 may be changed
with an entry at 4L on the CDU CLB page.
12. Press INT REF again then press 6R to access the
THRUST LIM page. The data at 1L is the
Selected Temperature and the system-read Outside
Air Temperature. The maximum temperature for
SEL input is 70 degrees Celsius (about 158 degrees
Fahrenheit). The higher the temperature input at
SEL, the less the FMC calculated takeoff thrust will
be. The FMC allows a maximum reduction of about
25% in takeoff thrust. 2L ~ 4L are TO, TO-1, and
TO-2 takeoff thrust. TO produces full thrust, TO-1
provides a thrust reduction of about 10% and TO-2
provides a thrust reduction of about 20%. The
selection of a takeoff thrust mode will automatically
arm the 2R ~ 4R climb thrust modes.
In the example to the right, we pressed 3L to

select the TO-1 mode; the CLB-1 mode will
automatically arm.
The final calculated takeoff N1 data will be displayed
in 1R, and it will vary as the takeoff mode or SEL
data input changes. In this tutorial, we use the TO
mode without SEL temperature. If you have already
entered data, then press DEL and then 1L to delete
the SEL data. Press 2L to select the TO mode.
33
13. Press 6R at the THRUST LIM page to access

the TAKEOFF REF page. The takeoff reference
page allows the crew to manage takeoff
performance. At this page, 1L is the takeoff flap
setting. The allowed input values are 10 or 20.
We will use FLAP 20. Input 20 into the
scratchpad and then press 1L to complete the
input.
14. When using injected weather, input the runway
wind and slope data in 4L and thrust reduction
altitude in 3L. When climbing above the 3L
altitude, the aircraft will switch from takeoff mode
to climb mode.
15. Now press RSK1, RSK2 and RSK3. The

data for V1, VR, and V2 will change to large
font, which means that the V speeds are
entered into the system. Note: Any change to
the departure runway, SID or thrust setting
causes TAKEOFF SPEEDS DELETED to
display. This requires reentry of the V speeds.
If any of the data is still in small font, then a

NO V SPEED warning will appear on the
PFD. After the correct input, the warning will
disappear. Besides using the V speed
calculated by FMC, you can also enter the V
speed manually. Input the speed into the
scratchpad and then press its corresponding
LSK to complete the input.
16. Press 4R and the system will display the CG

(17%) and TRIM (7.6 units) for the current
aircraft load. The system will set an approximate
TRIM, but the exact number must be entered
later in the tutorial. Hydraulics must be
pressurized to set TRIM. Record the data for
later use
34
NOTE: All aircraft performance data must be Entered and Executed in order for
the system to correctly draw the route on the ND.
NOTE: See the iFly Aircraft Operating Manual (AOM) for much more detail on the FMS/CDU.
35
Preflight Procedure
IMPORTANT NOTE: This procedure presumes that the Supplementary Electrical Power Up Procedure
was accomplished.
Left FWD OVHD Panel
1. Place the ELECTRONIC ENGINE

CONTROL switches in NORM position.
Verify that the ALTN lights are extinguished.
2. Set the ELECTRICAL PANEL:

A. UTILITY power switches to ON. Verify
that the OFF lights are extinguished.
B. Verify that the BATTERY switch OFF
light is extinguished.
C. Check BUS TIE switches are in AUTO.
Verify that the ISLN lights are
extinguished.
D. GENERATOR CONTROL switches to
ON. Verify that the OFF lights are
illuminated.
3. Set the HYDRAULIC panel:

A. Verify that the hydraulic SYS FAULT
lights are illuminated.
B. Verify that the HYD PUMPS PRESS
lights are illuminated.
C. ENGINE pump switches to ON.
D. Verify ENGINE pump PRESS lights
are ON.
Your Left FWD OVHD panel should now look

like the screenshot on the right.
36
5. Check EMERGENCY LIGHTS switch Guard

closed.
6. Set FUEL TRANSFER MAIN 1 and 4 switch off.
7. Set FIRE PANEL:
A. Engine fire switches IN.
B. BTL A DISCH and BTL B DISCH lights
Extinguished.
C. APU BTL DISCH light Extinguished.
D. APU fire switch In.
E. CARGO FIRE DISCH LIGHT Extinguished.
F. CARGO FIRE ARM switches Off. Verify that
the FWD and AFT lights are extinguished.
8. Set Engine START panel:
A. START SWITCHES to IN. Verify that the
Engine start lights are extinguished.
B. Set STANDBY IGNITION selector to NORM.
C. Set CONTINUOUS IGNITION switch to OFF.
D. Set AUTO IGNITION switch to SINGLE (GE
engines).
E. Set AUTOSTART to ON.
9. Set FUEL JETTISON panel:
A. Fuel jettison selector to OFF.
B. Fuel jettison NOZZLE valve switches to OFF.
Verify that the VALVE lights are
extinguished.
10. Set Fuel panel manual configuration (NOTE:
the Configuration Tool has an option to set
this panel automatically):
A. Set all X FEED valve switches to ON. Verify
that the VALVE lights are extinguished.
B. Set all fuel pump switches to OFF. Verify
that:
(1) Main 1 and 4 FWD and AFT PRESS
lights are illuminated and Main 2 and 3
FWD PRESS lights are illuminated.
(2) Override 2 and 3 pumps and center
pumps PRESS lights are off.
(3) Stabilizer pump PRESS lights are off.
11. Set Anti-ice panel:
A. NACELLE ANTI-ICE switches to OFF. Verify
that the VALVE lights are OFF.
B. WING ANTI-ICE switches to OFF. Verify that
the VALVE light is OFF.
12.
Set Windshield protection panel:
A. WINDOW HEAT switches to ON. Verify that
the INOP lights are OFF.
B. Windshield WIPER selectors to OFF.
Center FWD OVHD Panel
13. Set Lighting panel:

A. LANDING light switches to OFF.
B. RUNWAY TURNOFF lights to
OFF.
C. TAXI lights switch to OFF.
Your center FWD OVHD Panel should now
look like the screenshot to the right.
37
15. Check that the PASSENGER OXYGEN

switch is closed. NOTE: Do not push the
switch.
16. Set YAW DAMPER switches ON. NOTE:
INOP will display until HYDRAULICS are
pressurized.
17. Set CABIN ALTITUDE panel:
A. LANDING ALTITUDE switch in default
AUTO position (not pushed).
B. Outflow value manual switches to OFF
C. Cabin Altitude AUTO SELECTOR to
NORM.
18. Set ECS panel:
A. PASSENGER TEMPERATURE
selector to AUTO.
B. FLIGHT DECK TEMPERATURE
selector to AUTO.
C. TRIM AIR switch ON.
D. ZONE SYS FAULT light OFF.
E. UPPER and LOWER
RECIRCULATION fan switches to
ON.
F. AFT CARGO HEAT switch OFF.
G. EQUIPMENT COOLING selector
NORM.
H. HIGH FLOW switch OFF.
I. GASPER switch ON.
J. HUMIDIFIER switch ON.
19. Set Bleed air panel:
A. Pack SYS FAULT light OFF.
B. Pack control selectors NORM.
C. LEFT and RIGHT ISOLATION valve
switches ON. Verify that the VALVE
lights are OFF.
D. Engine bleed air SYS FAULT lights
OFF.
E. APU bleed air switch ON. Verify that
the VALVE light is OFF.
F. ENGINE BLEED air switches ON.
20. Set Lighting Panel:
A. BEACON OFF.
B. NAV light switch as needed.
C. STROBE OFF.
D. WING light OFF.
C. LOGO as needed.
Right FWD OVHD Panel
Your Right FWD OVHD panel should now look

like the screenshot to the right.
38
21. On the Glareshield, set the Captain EFIS Control

Panel as shown at the right. NOTE: With the
selected Weather theme the barometric pressure
is already set to 1013Hpa. Use of the default FS
B key to set the pressure can be problematic.
22. On the Mode Control Panel, MCP, set both Flight
Directors to ON and the Auto throttle to ARM, as
shown below. This sets the pitch command to
about eight degrees up and the roll command to
wings level.
23. Select the STATUS Display on the Lower

EICAS menu and check that crew and
passenger oxygen pressure is adequate for
dispatch.
24. Set the SOURCE SELECT panel as shown

on the right:
A. FLIGHT DIRECTOR source to L.
B. NAVIGATION source to FMC L.
C. EIU source to AUTO.
D. IRS source to L
E. AIR DATA source to L.
LEFT INSTRUMENT PANEL
25. Set the Clock to the current time.
LEFT INSTRUMENT PANEL
26. Set the CRT select panel:

A. LOWER CRT to NORM
B. INBOARD CRT TO NORM
39
27. Verify that the Flight instrument indications

are correct:
A. TCAS OFF on ND if the EFIS Control
Panel TFC switch is pushed.
B. NO VSPD unless selected.
C. FMA annunciations are correct:
(1) A/T mode blank
(2) Roll mode is TO/GA
(3) Pitch mode is TO/GA
(4) AFDS status is FD
(5) FD pitch bar is 8 nose up
28. Set the GND PROXIMITY panel:
A. Ground PROX light OFF
B. Ground proximity FLAP OVERRIDE
switch OFF
C. GEAR OVERRIDE switch OFF
D. GROUND PROXIMITY TERRAIN
OVERRIDE switch OFF.
RIGHT FORWARD INSTRUMENT PANEL
29. Set Alternate flaps and gear:

a. Landing gear lever DOWN
b. ALTERNATE FLAPS selector OFF
c. Alternate flaps ARM switch OFF
d. ALTERNATE GEAR EXTEND switches
OFF
30. Set CRT BRIGHTNESS controls as needed

31. EIU selector to AUTO
32. HEADING reference switch to NORM

33. FMC master selector to L

40
34.
Check the EICAS displays:

A. Verify that upper EICAS primary engine indications display existing conditions and that
no exceedance is shown.
B. Verify that lower EICAS secondary engine indications display existing conditions with
no exceedances shown.
THR PANEL
35. AUTOBRAKES selector to RTO. NOTE:

AUTOBRAKES may not engage in RTO until
IRS alignment is complete.
AFT ELEC PANEL
36.
Check Standby instruments:

A. Pull and release Attitude indicator
caging control.
Verify that the
indicator is correct and that no flags
are shown.
B. ILS selector to OFF.
C. Verify airspeed indication is correct.
D. Set the standby altimeter.
41
On the CONTROL STAND (THROTTLE):

37. SPEEDBRAKE lever to DOWN
38. Reverse thrust levers DOWN
39. Forward thrust levers CLOSED
40. Set flap lever to agree with the flap position.
NOTE: The flap position indicator does not
show when the flaps are up.
41. Set the PARKING BRAKE and verify that
the PARK BRAKE SET message shows on
the upper EICAS.
THR PANEL
42. FUEL CONTROL switches to CUTOFF

43. FUEL CONTROL switch fire warning lights
OFF
44. STABILIZER TRIM cutout switches Guard
closed.
45. ALTERNATE STABILIZER TRIM switches
to Neutral
On the AFT AISE STAND (AFT ELC PANEL):

46. Set audio control panels as needed.
47. Set Left, Center and Right radio tuning
panels and verify that the OFF light is
extinguished.
48. Set Passenger signs:
a. NOSMOKING to AUTO or ON
b. SEATBELTS to AUTO or ON
49. Set the transponder panel.
Call for the PREFLIGHT checklist.
AFT ELEC PANEL
42
Preflight Check List

Oxygen..Tested
Flight Instruments.Heading and Altimeter Set
Parking BrakeSet
Fuel Control Switches.CUTOFF
43
Before Start Procedure

NOTE: This procedure requires completion of the CDU Preflight Procedure.
1. Set the CDU display:
A. Pilot flying (PF) selects TAKEOFF REF
page.
B. Pilot monitoring (PM) selects LEGS
page.
2. Set the MCP:
A. Set the IAS to V2, in this case 174 kts.
B. Arm LNAV.
C. Arm VNAV.
D. Set HDG to runway heading, 271
degrees.
E. Set the initial altitude, 6,000ft.
3. Complete the Taxi and Takeoff briefings.
4. Verify all Exterior Doors are closed.
5. Obtain clearance to pressurize hydraulic
systems and to start engines.
6. Set the HYDRAULIC panel. NOTE:
Pressurize number 4 system first to prevent
fluid transfer between systems.
A. Place Hydraulic demand pump 4
selector to AUX. Verify that the SYS
FAULT light is OFF and that the PRES
light stays illuminated.
B. Place Hydraulic demands pumps 1,2
and 3 selectors to AUTO. Verify that
the SYS FAULT lights are OFF and
that the PRESS lights are OFF.
7. Set the FUEL panel:
A. Place all MAIN tank FUEL PUMP
switches to ON. Verify that the PRESS
lights are OFF.
B. With 7,700 kgs/17,000 lbs of fuel or
more in the in the CENTER Wing tank:
(1) CENTER FUEL PUMP switches to
ON. Verify that the PRESS lights
are OFF.
THR PANEL
LEFT FWD OVHD PANEL
CENTER FWD OVHD PANEL
8. Set the BEACON light switch to BOTH.
RIGHT FWD OVHD PANEL
9. Push the RECALL switch. Verify that only

expected alert messages are shown.
FIRST OFFICER GLARESHIELD
44
IMPORTANT NOTE: If a FUEL TANK/ENG

message shows on the EICAS, verify that:
- fuel in tank 2 is less than or equal to tank 1,
or
- fuel in tank 3 is less than or equal to tank 4,
or
- fuel in tank 2 is less than or equal to tank 1
plus 1,000 lbs/500 kgs and that the fuel in
tank 3 is less than or equal to tank 4 plus
1,000 lbs/500 kgs.
- Then:
A. Both OVERRIDE pumps 2 switches
OFF
B. Both OVERRIDE pumps 3 switches
OFF
C. CROSSFEED valves 1 and 4 switches
OFF
10.
Push the CANCEL switch and verify that all

messages are cancelled.
11.
Set Stabilizer TRIM to 7.6 UNITS and verify

that the trim is in the green band. Verify
Aileron and Rudder trim are at 0 units.
Call the BEFORE START CHECKLIST.

THR PANEL
BEFORE START
Flight Deck Door.Closed and Locked
Passenger Signs....AUTO
MCP.V2,HDG,ALT SET
Takeoff speeds...SET
CDU Preflight..Completed
Trim..SET
Taxi and takeoff briefings..Completed
Beacon.BOTH
45
Pushback Procedure
The PUSHBACK function is embedded in the CDU. Click MENU SIMU PUSHBACK to
access the PUSHBACK configuration page.
At 1L, the straight line distance for PUSHBACK should be entered. At 2L, you can choose to have the
Nose Gear turn right or left. And at 3L, enter the turning angle. After entering the data as shown above,
press 4R to start the PUSHBACK. In the example above, the aircraft first moves backwards for 60m,
then heads left (front wheel turning right) to turn 90 degrees to complete the PUSHBACK. To stop the
PUSHBACK process, press 4R again.
Memory Items:
-
The aircraft turns opposite from the nose gear turn direction.
PARK BRAKE ON after pushback.
46
Engine Start Procedure
Note: This tutorial demonstrates single engine autostart. Normally, two engines are autostarted
together, 3 and 4 then 1 and 2.
The engine start procedure can be carried out during the PUSHBACK process or after the PUSHBACK
process completes. In this tutorial, we start the engines after the PUSHBACK process is completed.
1. On the lower EICAS, select the secondary
engine indications. The screenshot to the
right shows No. 4 engine being started.
THR PANEL
2. SET Pack control selectors 2 and 3 to OFF.

3. Call START Number 4 ENGINE:
A. Pull Engine START switch No. 4

B. Move FUEL CONTROL switch No. 4 to

RUN.
THR PANEL
C. On the upper EICAS, verify that there is

N1 rotation and verify on the lower
EICAS an oil pressure indication by idle
N2.
CENTER FORWARD INSTRUMENT PANEL
After the Number 4 engine is stable at idle, repeat steps 3-4 to start engines 1,2 and 3, in that order.
47
Before Taxi Procedure

1. Set the APU selector to OFF.
LEFT FWD OVHD PANEL
2. Set Hydraulic demand pump #4 selector to AUTO.

LEFT FWD OVHD PANEL
3. Set the NACELLE ANTI-ICE switches as needed.

4. Set the AFT CARGO HEAT switch as needed.
LEFT FWD OVHD PANEL
5. Set the PACK selectors to NORM.
LEFT FWD OVHD PANEL
6. Set takeoff flaps: for this tutorial, Flaps 20.
THR PANEL
7. Check the Flight Controls:

A. Move the control wheel and control column to
full travel in both directions. On the STATUS
page of the lower EICAS, verify freedom of
movement, that the controls return to center
and that flight control movement displays
correctly.
B. Move the rudder to full travel in both
directions. Verify freedom of movement, that
the rudder return to center and that correct
movement displays.
THR PANEL
8. Blank the lower EICAS display by pushing the

STATUS button again.
9. Set the Transponder as needed.

AFT ELEC PANEL
10. Push RECALL and verify that only expected

messages display.

48
11. Set the AUTOBRAKE to RTO. Note: RTO is

not available after takeoff.
AFT ELEC PANEL
Call for the BEFORE TAXI CHECKLIST
BEFORE TAXI
Anti-iceAs Needed
Recall.Checked
Autobrake...RTO
Flight ControlsChecked
Ground equipmentClear
49
Before Takeoff Procedure

After receiving taxi clearance, release the parking
brake, position the TAXI light switch ON, then
advance the throttles to about 50% N1. After the
aircraft starts moving, observe ground speed
indicated on the ND. Use throttles to keep ground
speed below 30 knots on straight taxiways and 10
knots in tight turns. Speed during long taxi
distances or high weights/hot temperatures should
not exceed 20 knots. Taxi to the runway 27R
holding point and hold. When clearance to enter
the runway is received, perform the following when
the aircraft is positioned for takeoff.
1. Set the Transponder/TCAS to TA-RA.

AFT ELEC PANEL
2. Set packs as required for takeoff. The tutorial

uses a packs-on takeoff.
3. Set lights and strobes ON, as required.

CENTER AND RIGHT FWD OVHD PANELS
4. Set the terrain display ON as needed.

CAPTAIN GLARESHIELD
CENTER INSTRUEMENT PANEL
Accomplish the BEFORE TAKEOFF checklist.
BEFORE TAKEOFF
Flaps..SET
50
Takeoff Procedure
After receiving takeoff clearance, confirm that the parking brake is released and the aircraft is aligned with
the runway centerline. A standing takeoff will be used for this tutorial.
1. With the brakes engaged, advance the thrust levers to
approximately 70% N1 and check that the engines are
stable and normal readings are displayed.
2. After confirming that engine displays are normal, release

the brakes and press the TO/GA switch. Check that the
takeoff thrust is correct. (The real TO/GA switch is
located below the throttle levers. To press that switch,
we must view the VC mode. Therefore, for more TO/GA
convenient operation, we have added a hidden TO/GA
click spot to the MCP.)
MCP
See the following screenshots. The three columns inside the FMA (Flight Mode Annunciation) on the
PFD, from left to right, are Auto Throttle Mode, Roll Mode, and Pitch Mode
Now check the FMA. The autothrottle mode should be THR REF with a green box around it
(adds emphasis when the mode first appears), and pitch and roll modes should be TO/GA. The
two pictures below show the differences on the FMA before pressing TO/GA and after TO/GA is
pressed. Also note that LNAV and VNAV are displayed in white, indicating they are armed.
Before TO/GA Switch Push
After TO/GA Switch Push (both

FDs ON and A/T armed)
TO/GA means that the current pitch mode is TAKE OFF/GO AROUND. Takeoff is a flight director only
function of the TO/GA mode. Flight director pitch and roll commands are displayed and the autothrottle
maintains takeoff N1 thrust limit as selected from the FMC until HOLD appears on the FMA. That is to
say, under TO/GA, the autopilot system does not control the aircraft, so the pilot controls the
aircraft manually by following FD cues.
51
After pressing the TO/GA switch, THR REF continues to display until speed reaches about 65
knots. As shown in the screenshot below, the auto throttle mode becomes HOLD with a green
box around it and then becomes HOLD without the box. HOLD means power is removed from
the autothrottles and the thrust levers remain stationary. At that point in the real world, the pilot
flying must maintain the required N1 value and the thrust levers can be move manually; however,
due to the limitations in Flight Simulator we suggest firewalling (push fully forward) hardware
thrust levers for the remainder of the flight to prevent conflicts with the autothrottles. Look at the
screenshot in paragraph 1 of this section: the green 104.4 is the value at which thrust should be
kept. Generally, once the throttles are set leave them alone unless there is a gross error.
When Airspeed is at V1, the panel system automatically calls out V1 then at VR, ROTATE. At
VR, rotate at 2.5 degree/second (2 degrees for an engine failure) towards 15 degrees pitch
attitude. The Flight Director is not used during rotation. During the entire takeoff process, the pilot
must monitor the engine instruments, the vertical speed, and the airspeed indicator.
3. When the aircraft lifts-off, the pitch command target speed is V2+ 10 to 25 knots (the MCP speed
we set was V2), and the roll command remains wings level.
4.
After seeing a positive rate of climb displayed on the altimeter, select the landing gear lever to
UP.
If an engine fails during the takeoff, the target speed of pitch command is:
V2, if the speed is less than V2;
the current speed, if the speed is between V2 and V2+10;
V2+10, if the speed is higher than V2+10
5. At 50 ft AGL (ABOVE GROUND LEVEL) LNAV activates (if armed) and replaces TOGA as the
roll mode. The pilot flying should now be following the lateral guidance on the PFD.
52
6.
At 400 ft AGL, VNAV activates (if armed) and become the pitch mode. Pitch commands the
current airspeed and the autothrottle sets the selected reference thrust and annunciates THR
REF.
7. When the aircraft reaches the thrust reduction altitude (which can be set in the TAKEOFF 2/2
page of CDU, the allowable input range is 800ft~9999ft, and in our example, is 1500ft), the flight
phase changes from the takeoff phase to the climb phase. The FMC changes the reference
thrust limit to the armed climb limit: CLB (in our case) or CLB1 or CLB 2.
8. Now Press CMD A to engage the autopilot, and the flight director status shows that CMD has
replaced FD. The pitch mode of the FMA is VNAV SPD. VNAV SPD pitch mode means that the
aircraft is using speed specified in the CDU to maintain pitch. In summary, now the aircraft is
tracking the current FMC route under the control of AFDS roll and pitch commands and using the
FMC calculated N1 value for speed.
MCP
9.
Retract the flaps on the schedule annunciated on the PFD speed tape and watch to see
that the indicated flap and slat positions are the same as those of the flap lever. On some
departures, it may be necessary to remain at Flaps 5/Flaps 1 to control airspeed in turns,
and it may be necessary to SPEED INTERVENE. See the AOM for details.
10. When the flaps and slats are completely retracted, if not previously armed, press the VNAV
switch to select the VNAV mode, or select normal climb speed. After VNAV mode is
engaged, the MCP speed window will blank.
When VNAV mode is engaged, the AFDS pitch and A/T mode will be commanded by the
FMC, and the aircraft automatically flies the vertical profile.
There are three VNAV modes:
VNAV SPD: The AFDS maintains the speed displayed by the airspeed indicator and/or on
the CDU CLIMB or DESCENT page.
VNAV PTH: The AFDS maintains the FMC altitude and path or flies the descent path
indicated by the pitch command.
VNAV ALT: When a conflict occurs between the VNAV profile and the MCP altitude, the
airplane levels at the MCP altitude and the pitch flight mode annunciation becomes VNAV
ALT. VNAV ALT maintains altitude.
53
VNAV can be armed on the MCP before takeoff if the following conditions are satisfied:
An active route has been entered.
The performance data have all been entered.
The flight director switches are both positioned to the ON position.
Now lets have a look at the current status of the aircraft. The current FMA status is given below.
MCP
Under the following situations, the MCP speed window will be blank:
VNAV mode is engaged
A/T engaged in the FMC SPD mode
During two engine AFDS go-around
11. After the landing gear is completely retracted, move the landing gear
lever to the OFF position by clicking OFF or assign a key
combination such as SHIFT+O in the iFly Key Assignments
dropdown and use that to position the lever to OFF.
Call for the AFTER TAKEOFF checklist:
Landing gear......UP and OFF

FlapsUP, No lights
54
Climb Procedure
Now the aircraft is flying along the FMC route under the control of the AFDS. There are some operational
principles that should be followed during the climb phase.
1. When the flight altitude is above 10000ft, position the landing light switches to OFF.
2. Set the passenger signs according to needs.
3. At transition altitude, 6000ft in our case, set the altimeters to standard.
Now have a look at the target speed, target altitude, and the heading of the aircraft. Press LEGS located on
CDU to access the LEGS page, as shown below:
CDU
On the CDU, the active airspeed, altitude, and waypoint name are displayed in magenta, while other
waypoints and the altitude data are displayed in white. On the ND, the active data, including the route,
waypoints, speed, and altitude, are displayed in magenta; inactive data, cyan; modified data, white; and
offset data, magenta.
On the PFD photo below, the active speed and altitude are displayed above the speed indications and the
altitude indications respectively. From the above LEGS page and the ND snapshot figure, we can see that
we are now flying toward CPT waypoint.
55
Next we check the active speed, which involves the CDU LEGS page and the CDU CLB page.
Calculated Waypoint Speed

or
Specified Waypoint Speed
Target Speed
Speed Restriction
Selected Speed
Speed Bug
On the CDU and PFD, the active speed is displayed in magenta. On the PFD, the Speed Bug and Selected
Speed are both displayed in magenta. They point to the airspeed:
manually selected in the IAS/MACH window
airspeed computed by the FMC when the MCP IAS/MACH window is blank.
Now the IAS/MACH window on MCP is blank, so the FMC computed airspeed is displayed on the PFD.
From the picture, we can see that the current active speed is 344 knots.
56
Next we check the active altitude, which involves the LEGS page and the CLB page.
Calculated Waypoint Altitude

or
Specified Waypoint Altitude
Cruise Altitude
Selected Altitude
Selected Altitude Bug
The Selected Altitude Bug and Selected Altitude located above the PFD altitude indications both display the
MCP ALTITUDE setting. Rotate the Altitude Selector to adjust the MCP ALTITUDE in 100ft increments. The
Calculated Waypoint Altitude or the Specified Waypoint Altitude is displayed on the LEGS page. At or above
altitude restrictions are entered with a suffix letter A (example: 6890A). At or below altitude restrictions are
entered with a suffix letter B (example: 13770B). Mandatory altitude restrictions are entered without any
suffix letter (example: 20000). During the CLIMB, altitude restrictions that are between two altitudes are
displayed with the lower limit first, followed by a suffix letter A, then the upper limit, followed by a suffix letter
B (example: 6890A13770B). The reverse (B first) is entered for the DESCENT. Altitude entry is not allowed
on the LEGS page for CRUISE phase waypoints. The cruise altitude is displayed on the CDU CLB page.
During the TAKEOFF and CLIMB phases, the AFDS uses the lowest altitude among the three as the active
altitude. During the DESCENT phase, the highest altitude setting is the active altitude. On the PFD just
above, we can see that the altitude is set to 30,000ft and that the aircraft is in the climb. We set the MCP to
the CRUISE phase altitude before the aircraft passed waypoint WOBUN. Otherwise, the aircraft would
remain at 6,000ft.
57
We would like to emphasize again that when the aircraft passes waypoint WOBUN, you must adjust the
MCP altitude to a higher altitude or the cruising altitude, otherwise the aircraft will remain at the current MCP
altitude.
Tip: Changing the Altitude
So the aircraft is at the programmed 6,000ft prior to WOBUN and ATC
states climb and maintain FL180 (18,000ft). There are a couple of
ways to satisfy this requirement:
1. Set the cleared altitude in the MCP ALTITUDE WINDOW and
press the ALTITUDE SELECTOR knob. This clears the next
waypoint altitude (in this case 6000 at WOBUN) and the
aircraft will start to climb to the MCP altitude immediately.
2. While still on the ground, on the CDU Legs page delete the
WOBUN altitude restriction. Then manage the altitude
clearances by setting them on the MCP.
3. Push 6R on the VNAV CLB page, CLB DIR(ect). ALL
waypoint altitude restrictions between the current aircraft
altitude and the MCP ALT or the FMC cruise altitude are
deleted. The FMC cruise altitude is not affected. Be careful
with this.
Now look at the ND. As expected, WELIN waypoint has been passed and is now displayed in white, and
now the aircraft is flying towards waypoint AKUPA. This is because we have armed the LNAV mode before
takeoff and have been flying according to FD commands after takeoff. Therefore, after the aircraft passes a
waypoint, the FMC will automatically switch to the next waypoint.
58
Next we look at the first PROGRESS page on the CDU.
This page provides quite a lot of flight data. The first line displays the last waypoint we passed and the
altitude, time, and fuel quantity which remained when passing that waypoint. The second line displays the
waypoint we are now approaching, and the distance-to-go (DTG) from present aircraft position to the
waypoint, predicted arrival time, and the predicted fuel quantity when reaching that waypoint. The third line
displays the next following waypoint and its corresponding data. The fourth line displays the corresponding
data when reaching the destination airport. The data of this line is very important, and should be
checked often during the flight. Confirm there is sufficient fuel to reach the destination airport. If the
fuel quantity displayed at 4R is less than the RESERVES value on the CDU PERF INIT page, the CDU will
display an INSUFFICIENT FUEL warning message. 5R displays the time and flight distance to T/C (top
ofclimb), T/D (topofdescent), S/C (step climb), and E/D (end of descent) according to the current flight
phase. 5L displays the active speed.
After the aircraft climbs above the transition altitude, the barometric setting display located below the PFD
altitude indication will turn amber with a square box around it, indicating that we need to set the Barometric
Standard Switch located on the EFIS Control Panel to STD. Press the STD switch, and then the system
will use the standard barometric setting (29.92 inches Hg/1013 HPA) as the barometric altitude reference
and STD will display on the PFD. The following show inches actions are the same for HPA.
STD
CAPTAIN GLARESHIELD
59
Continuing the climb we see a green circle on the ND, marked T/C. This is the top-of-climb point. After
passing this point, the aircraft reaches the cruise altitude and begins the cruise phase of our flight. The green
arc in the figure is the altitude range arc, showing that according to the current vertical speed and ground
speed, the aircraft will reach the MCP altitude when it reaches the arc on the map. The altitude range arc
position on the ND is calculated according to the current vertical speed and ground speed, and the higher the
aircraft climbs the lower the vertical speed will be, so, usually, the altitude range arc displays before the T/C
point. As altitude increases, the deviation between these two points becomes less.
A FUEL LOW CTR L or R EICAS message will display in the

Climb when the tank quantity is about 7,000lbs/3,200kgs and the
pitch is 5 or more. If the message displays, set both Center L
and R Pump switches OFF.
Now look at the CDU CLB page. In the following two figures, the left one shows the situation when the
aircraft is climbing using IAS, and the one on the right after the change to MACH. The changeover occurs
when the MACH speed indicated on the PDF matches the MACH set by the FMS, which is shown on the
CDU ACT ECON CLB page, in this case .836. The changeover altitude will vary depending on aircraft
60
loading and the selected cruise altitude. Lower cruise altitudes may not produce a changeover to MACH.
If the MCP IAS/MACH display is not blank, it will automatically changeover between IAS and MACH.
The aircraft is now past the T/C and in the Cruise phase of the flight.
61
Cruise Procedure
Aside from checking the navigation, responding to ATC, keeping up with aircraft system status, with
particular emphasis on the fuel system and step climbs, and planning ahead, there is not that much to
do during the cruise phase. Press VNAV on CDU to access the cruise page. The CLB page is displayed
on the CDU before reaching the T/C point, then after passing the T/C, the CRZ page will automatically
display. Through the CRZ page, we can select various modes, just as on the CLB page. These modes are
described in the AOM
The most often used pitch and roll modes for the cruise phase are VNAV+LNAV. The roll mode of HDG SEL
and the pitch modes of ALT HOLD or V/S may also be used during the cruise phase. Those modes and
FLCH pitch mode are described in the AOM.
During the remaining time of the cruise phase, we will use a VNAV + LNAV mode, which ensures the most
economical operation of the aircraft.
The iFly 747-400 is designed for use under time acceleration, which may be set to automatically activate on
the Configuration Tool Miscellaneous page. The automatic time acceleration function is limited to 8X.
In the interests of good airmanship, the following should be accomplished at each waypoint or every hour:
-
Check that the track and distance to the next waypoint and the flight plan agree. Ensure that
the aircraft turns properly toward the next waypoint.
Using the CDU PROGRESS page, compare the fuel totalizer reading and flight plan required
fuel at each waypoint to ensure arrival at the destination with the correct amount of fuel.
Check the EICAS synoptic pages at TOC and every hour thereafter for normal systems
operation.
NOTE: The TERRAIN DISPLAY may be ON during the CRUISE as desired or required.
62
CRUISE FUEL SYSTEM MANAGEMENT

With 599kgs/1000lbs fuel in each of the STAB
tanks, as in this tutorial flight, the EICAS will
display FUEL PUMP STAB L and FUEL PUMP
STAB R when cruise altitude is reached. Then set
the L and R STAB pumps to ON.
When low fuel output pressure is detected from
the STAB tanks, a FUEL PRES STB L or R
message is displayed on the EICAS. While
system logic will shut off the pump(s) to protect
from overheating, good airmanship dictates that
the flight crew set the STAB pumps OFF.
As described in Climb Procedure above, if the

FUEL LOW CTR L OR R message annunciated
during climb, both Center L and R Pump switches
were positioned to OFF. When the pitch is less
than 5 and tank quantity if 4,000lbs/1,800kgs or
more in the Cruise, a FUEL OVD CTR L or R
message will display. Then set both Center L and
R Pump switches to ON.
CENTER FWD OHD PANEL
When tank quantity is about 3,000lbs/1,300kgs

and pitch is less than 5, FUEL LOW CTR L or R
will display. Then set both Center L and R Pump
switches OFF.
The final normal Cruise fuel-related EICAS
message is FUEL TANK/ENG. When that
message displays and the fuel quantity in Tank 2
is less or equal to Tank 1 or Tank 3 is less or equal
to Tank 4, set both Override Pumps 2 switches
OFF, both Override Pumps 3 switches OFF and
Crossfeed Valve 1 and 4 switches OFF. Failing to
perform this procedure may very well result in fuel
starvation and engine flameout.
The screenshot at the right shows the LOWER
EICAS FUEL SYNOPTIC page. Note the fuel
lines in green: they show the route which fuel
takes from the tanks to the engines. This is a very
useful display to use when setting or changing
any fuel flow setting.
THR PANEL LOWER EICAS

63
STEP CLIMBS
From the upper right corner of the CDU ECON
CRZ page shown on page 60 above, we know
that we can perform a step climb (S/C) to a more
economical altitude of 34,000ft in 767 nautical
miles. The S/C point will be shown on the ND well
before executing the climb. Per the ND
screenshot at the right, we need to be ready to
execute the first step climb of our flight. The
primary method of performing step climbs is by
setting the new altitude on the MCP and, upon
reaching the S/C point on the ND, pressing the
ALTITUDE SELECTOR button. This enters the
MCP altitude as the active cruise altitude, without
creating a modification. Step climbs may also be
performed by entering the desired altitude at 1L
on the CDU CRZ page. The step climb will then
start automatically when the aircraft reaches the
S/C point shown on the ND. In either method, the
CRZ page title changes to CRZ CLB.
See the screenshots at the right for the set up for
our step climb to 34,000ft using the MCP method
discussed above. The CDU ACT CRZ CLIMB
pages displayed when the step climb was
executed and the screenshot shows that FL340
will be reached in 34NM at 0930Z.
MCP
CDU
Now see the screenshots at the start of the S/C.

Note the PFD FMA annunciations and the Green
Arc displayed on the ND.
And here are screenshots at the completion of the

first S/C. The Green Arc is no longer displayed on
the ND and the CDU PROGRESS page tells us
we will need to execute another S/C, to 38,000ft.,
in 2,433NM.
64
Before reaching the Top of Descent (T/D), check the active route for the correct arrival and approach
procedures. Make modifications as necessary, which well do next.
Recall that we configured the aircraft to pause FS 10NM from the top of descent. FS is now paused, and its
now time to enter the KSFO arrival procedure and runway as we discussed back on page 30.
ENTERING AND MODIFYING THE ARRIVAL ROUTE
To select our arrival procedure, press the CDU

DEP ARR button to display the KSFO
ARRIVALS page. If that page does not display,
press 6L to access the DEP/ARR INDEX page.
Then press 2R to access the KSFO arrival
procedure page. In this tutorial, we will use the
GOLDN6 arrival and ILS28R approach.
Next find the GOLDN6 arrival procedure on the

left side of the page. Press 2L to select it.
<SEL> means an item is selected. Do not select
an arrival procedure transition, as we will join the
procedure past the standard transition points.
If necessary, use the PREV PAGE and NEXT
PAGE CDU buttons to find the ILS28R approach
procedure on the right side of the page. Press
3R to select it. Do not select a transition.
Press EXEC to add the modifications to the
route, and you will see <ACT> (active) by the
STAR and the runway.
65
Now we must check to ensure that the modified

route is correct. Press the LEGS button to enter
the CDU LEGS page. Use PREV PAGE and
NEXT PAGE buttons to browse page by page to
see if all segments of the route are connected.
Sometimes after entering or modifying a ROUTE,
SID, STAR or APPROACH, a ROUTE
DISCONTINUITY (DISCO) and an associated
prompt box may be displayed on the CDU LEGS
page. This indicates that the FMC requires your
input to correctly sequence the waypoints. Look at
the LEGS page and you will see two DISCOs, one
after RBL and one after SFO
It is very easy to remove the discontinuities. Select
the first waypoint after the DISCO, i.e., PYE in the
example on the right, and this waypoint will transfer
to the scratchpad. Then select the discontinuous
point, i.e., 4L in the example on the right and the
DISCO is removed, as shown on the next
screenshot.
Note the CDU page at the right. When PYE is
inserted at 4L the page title changes to MOD RTE
LEGS until the EXEC button is pressed. This
indicates a modification has occurred and the
ERASE prompt appears at 6L. Selecting ERASE
will delete all changes made since the page
changed from ACT RTE LEGS.
Note the system-predicted altitude at LOZIT, 6840ft.
The STAR requires 11,000ft at LOZIT for KSFO
arrivals. Enter /11000 in the CDU scratchpad then
click 3R to transfer the new altitude.
Finally, press EXEC to execute the modifications.

The page title then becomes ACT RTE LEGS.
Repeat this process for the DISCO after SFO.
Be certain that all discontinuous route segments are
removed.
66
The active arrival procedure takes us over the SFO VOR then direct to CEPIN INTERSECTION on the
ILS28R approach. In order to slow things down a bit and make the arrival more realistic, we need to make
more changes to the route.
On the CDU LEGS page locate SFO. Enter OSI

in the scratchpad, then immediately following SFO
(at 5L) insert OSI.
This will create a DISCO, but you will need that

space anyway.
Next insert MENLO at 4L. Then press NEXT

PAGE and click 1L. This places CEPIN in the
scratchpad. Now press LAST PAGE and click
5L to close the DISCO.
EXEC the change and the new arrival will be

active in the system and the LEGS page will look
like the screenshot to the right.
Have a look at the KSFO ILS28R chart included

with this Tutorial in order to see what this RTE
MOD accomplishes. Also, dont forget to see the
MSA on the chart and do not descend below it.
The flight crew must cross check altitudes to
ensure safety of flight.
We will next check the route using the PLAN
page, which provides a pictorial view of the
waypoint sequence.
67
Good practice is use of the CDU PLAN page to

check routes and modifications to routes. To
access the PLAN page, select PLAN on the EFIS
CONTROL Panel ND MODE SELECTOR and set
the desired ND range on the ND RANGE
SELECTOR.
CAPTAIN GLARESHIELD
Next press LEGS on the CDU. Note STEP at

6R. Clicking 6R will step through all the
waypoints in their order on the LEGS page, with
the ND oriented to true North. This provides a
very clear picture of where the aircraft is
programmed to go.
Note the <CTR> to the right of AXMUL, which
identifies that waypoint as the center on the ND
display. Adjust the ND RANGE SELECTOR for
the desired presentation.
The screenshot at the right shows our original

arrival route. The route was over the SFO VOR
direct to CEPIN then reversed 180 for the ILS28R
approach. Thats not very realistic and could be
quite uncomfortable for the folks in the back who
pay your salary!
And on the right is the modified arrival route. This

modification is realistic and much more
comfortable for the passengers!
Returning the ND and CDU to normal operation is
simply a matter of placing the EFIS CONTROL
PANEL ND MODE SELECTOR in MAP and
adjusting the range as desired.
Now unpause FS (P key) and continue the tutorial flight.
68
Descent Procedure
The DESCENT phase begins before the aircraft descends below cruise altitude. The Descent Procedure
should be completed by the time the aircraft is at 10,000ft.
The following should be accomplished as the aircraft approaches the T/D:
1. Enter the VREF speed on the CDU APPROACH REF.

VREF
CDU
Press the CDU INIT REF button and well see the APPROACH REF page. APROACH REF shows the
approach planning information and the approach speed reference (VREF). This page is also reachable
from the CDU INDEX page.
On this page, 1L displays the aircraft weight, which, if in small font, means that the data was calculated by
the FMC automatically. This data is the same as that on the PERF INIT page. It can also be entered
manually, which will be displayed in large font. After exiting this page, the FMC automatically calculated
weight data will replace the manually entered data.
3L and 4L show the flight plan landing runway and its length.
1R~2R are the landing reference speed for two landing flap settings.
4R displays selected approach reference flap and speed setting. Pressing the LSK corresponding to
1R~2R will transfer the flap and speed setting to the scratchpad, after which you can press 4R to enter
the speed into FMC. 5R shows the wind correction for approach, which is +05 knots by default. It can be
entered manually, the maximum being +20 knots.
In this flight, we will use Flap30 as the landing flap setting. So press 2R and 30/147 is displayed in the
scratchpad, indicating that the flap setting is 30 degrees and that the landing speed is 147kts. Then press
4R to complete the entering of approach reference flap and speed. Dont forget the wind correction of +5
kts when you set MCP speed.
69
2. Check and modify the minimums altitude required for the

approach. Press the left red area above the RADIO/BARO
switch to select RADIO, and then press the 2 red areas
below to set the altitude. In our case, set 200ft.
MINS
CAPTAIN GLARESHIELD
3. Set the autobrake according to conditions of the

runway and the weather. Use 2 for this landing.
Set as desired
AFT ELEC PANEL
Its now time to call for the DESCENT checklist:
Recall..Checked
AutobrakeSet
Landing dataVREF ___ Minimums ___
Approach briefingCompleted
1.
The following tasks should be accomplished prior to commencing the descent:

Prior to the top of descent, modify the active route as required for the arrival and approach.
2.
When cleared to descend, set the clearance limit altitude on the MCP.
3.
Set VREF.
4.
Set RADIO or BARO minimums.
5.
Set the AUTOBRAKE selector. Normally, a setting of 2 is sufficient.
6.
Set or verify that the navigation radios and course are correct for the selected approach.
7.
Familiarize yourself (brief) with the approach to be flown and double check the nav/radio setup.
70
Now lets have a look at ND to focus on the current aircraft position. We are still in the CRUISE, but
approaching the location where we need to start the descent into the San Francisco area.
We can see there is a green circle about 21NM ahead of the aircraft beside which T/D is marked. This is
the top of descent point. The methods of starting the descent include:
The descent phase starts automatically if the aircraft passes the T/D point under the VNAV cruise mode.
Start the descent phase by pressing 6R on the CDU DES page when a T/D is set and the descent phase
is not active. This starts a descent at approximately 1,250 feet per minute using the active descent speed
schedule. Upon intercepting the planned descent path, the aircraft transitions to the planned descent path.
Start the descent phase by pressing ALTITUDE SELECTOR if the MCP altitude is lower than the cruise
altitude and the aircraft is within 50NM from the T/D point under the VNAV cruise mode.
No matter how the descent phase is started, you MUST set the MCP altitude to be lower than the cruise
altitude. Otherwise, the aircraft will stay at the MCP altitude even if it has started the descent phase. This
concept is similar to the climb phase, during which the MCP altitude provides altitude intervention.
If the aircraft starts the descent phase by the last two methods outlined above, it actually starts the early
descent mode, instead of a normal descent phase. VNAV starts the early descent with a reduced descent
rate until the aircraft intercepts the idle descent path. VNAV uses FMC SPD as the autothrottle mode; and
VNAV PTH, as the pitch mode. The dashes in the following figure represent the flight path of an early
descent. After intercepting the idle descent path, the aircraft will descend along the idle descent path.
T/D
When the MCP altitude is lower than the cruise altitude, the early descent mode will be started if the
ALTITUDE SELECTOR is pressed when the aircraft is within 50NM of the T/D.
71
But if the ALTITUDE SELECTOR is pressed when the aircraft is more than 50NM from the T/D, it only sets
a new cruise altitude.
50NM
50NM
Old CRZ ALT
T/D
New CRZ ALT
In this tutorial, we will use the first method to start the descent phase. Before reaching the T/D, set the MCP
altitude to an altitude constraint lower than the cruise altitude, or set it to be the landing airports altitude.
Here we set the MCP to 11,000, the altitude constraint at the LOZIT waypoint show on the CDU LEGS page.
Note that this altitude must be reset in order to meet follow on constraints.
MCP
CDU
The aircraft will start to descend automatically as it passes the T/D. If we do not set the MCP to a lower
altitude, the FMC will display a warning message RESET MCP ALT on the CDU when the aircraft is about
2NM from the T/D.
As the aircraft reaches the T/D point, the autothrottle (A/T) may stay in SPD mode, as that is what is being
regulated, or you may see IDLE display as the A/T mode. These two modes appear as follows:
72
After a period of time, the autothrottle mode will change to HOLD:
Recall the discussion on page 50 concerning autothrottle HOLD and what it means to the flight crew. In the
real world, the pilot flying can tweak the thrust above idle if required to maintain speed on path.
The roll mode continues to be LNAV. There is not much to explain about this, because it is the same as the
climb phase and the cruise phase. But we should explain in detail about the pitch mode. VNAV can perform
the descent in two modes: Path Descent (displayed as VNAV PTH) and Speed Descent (displayed as VNAV
SPD).
Path Descent (VNAV PTH)
During the path descent process idle thrust and pitch control maintain the vertical path calculated by the
FMC. The descent path starts from the T/D point, and the following factors are also taken into account when
performing the path calculation:
Applicable target altitude
Applicable target speed
Idle thrust
Speedbrakes retracted
Target speed on the DES page
Entered descent winds
ANTIICE ON altitude
The target speed can be changed via LEGS or DES page. You can also enter the wind data on the Descent
Forecast page. It should be emphasized that the path descent uses the target speed for planning purposes
only. The descent path is calculated for an idle thrust descent but the FMC will apply thurst to maintain
speed on the path if required by, for example, unforecast headwind in the descent.
If the aircraft does not have all necessary information to path descent, FMC will revert to speed descent
mode. If the airspeed increases significantly due to unexpected tailwind, the CDU will display the message
DRAG REQUIRED in order to keep along the path. If the speed limit is exceeded the FMC will revert to
VNAV SPD and descend at the programmed descent speed.
Speed descent (VNAV SPD)

During the speed descent process, idle thrust and pitch control maintain the FMC programmed descent
speed or the speed selected on the MCP speed window. The FMC is able to switch automatically from the
path descent mode to the speed descent mode. This mode may not necessarily comply with altitude or
speed constraints. It will not descend through an at or above constraint (the FMC will go back to VNAV
PTH) but it may violate an at or below constraint by flying above it. Speed descent may also be selected
by the flight crew by pushing the MCP IAS/MACH SELECTOR. FMC speed-intervention is then active and
the IAS/MACH selector may be used to set command speed. The FMA Pitch mode annunciation changes
to VNAV SPD when descending in VNAV PTH. The selected speed is maintained until the aircraft intercepts
an altitude constraint and then VNAV PTH annunciates. When on a non-ILS approach using VNAV, the
pitch mode remains VNAV PTH and the A/T controls speed.
See the AOM and the Tutorial Addendum for a detailed discussion of PATH and SPD descent modes.
73
As shown in the CDU screenshot below, the aircraft is now in the descent, heading for an altitude restriction
of 11,000 at waypoint LOZIT.
From the FMA snapshot on page 70 above, we know that the aircraft is using the path descent mode. Look
at the ND, and you will see that a scale is displayed at the lower right corner of the screen, as shown in the
following screenshot:
The magenta symbol is the VNAV path pointer; and the white scale is the deviation scale. Their function is
similar to the ILS glide slope indicator, i.e., to indicate the deviation between the aircraft and the FMC
planned descent path. The scale can show a deviation of 400ft. If the deviation is more than 400ft, the
deviation figure will be displayed above or below the scale. Now the aircraft is descending automatically
under autopilot control.
The descent may also be monitored on the CDU PROGRESS page 2 by observing VTK ERROR at 2R.
CDU
Recall that the transition altitude in the U.S is 18000ft, so if not already done reset the CDU DES
FORECAST page accordingly:
CDU
74
Lets have a look at our current status. The aircraft is in the descent flying towards waypoint LOZIT, having
just made the turn at PYE:
Before the aircraft passes LOZIT set the KSFO ILS 28R G/S intercept altitude of 1800ft in the MCP
ALTITUDE WINDOW.
ATC may ask you to fly a holding pattern at a certain point. The busier an airport is, the more often you are
asked to fly a holding pattern. Holds are discussed in the AOM.
During the descent phase ATC may ask for a change of arrival procedure due to weather, other traffic, etc.
In such cases, we can access the ARR page of CDU to re-select the directed procedure. Pay attention after
changing the current procedure: go back to the LEGS page to remove the Discontinuities which have
appeared in the CDU and confirm that the route is correct. After repeated modifications, the route in the
CDU may become unusable. In such case, we recommend the use of other autopilot modes, which are
covered in the AOM.
75
Now we are still in the descent and getting much closer to our destination, KSFO. Lets have a look at what
we can expect to be displayed on the ND as we approach the SFO VOR. Recall that we previously
modified the arrival route to make things a bit more realistic and easier for the flight crew to manage.
There are two things to notice on the above screenshot snip from the ND: the green circle, or donut,
just prior to DUXBY waypoint and the green E/D just below 28R.
The green donut is a deceleration point computed by the FMC. Deceleration points do not have an
identifier and represent when the FMC will slow the aircraft speed to conform to what is programmed.
The first donut is where airspeed reduces to 240kts (the system uses 240kts to account for winds
which could cause the aircraft to exceed the 250kt limit).
The green E/D represents the end of the descent. When an arrival or approach procedure is selected
on the CDU ARRIVALS page and incorporated into the flight plan, the FMC creates an E/D. The E/D
is located 50 feet above the runway threshold (RW waypoint) for all approaches except VOR
approaches. The E/D for VOR approaches is the missed approach point; which may be the VOR,
runway waypoint (RWXXX), or a named waypoint.
76
Approach and Landing Procedure

Having passed the transition altitude, the aircraft is now well into the approach procedure. All the while, the
aircraft will be descending along the VNAV PATH and the LNAV roll mode is keeping the aircraft on the
planned course. Presuming the route was properly entered, the aircraft will automatically fly to glide slope
intercept. You, as the pilot flying, must configure the aircraft to intercept the localizer and glide slope in
order to successfully complete the tutorial flight.
The following should be completed before reaching the initial approach fix, MENLO in our case, or before
starting the approach.
Set as needed
1. Set the passenger signs as needed. Generally, the switches are

positioned at AUTO or ON.
AFT ELEC PANEL
2. After descending to the transition altitude, press STD located

in the middle of the SETTING knob to release from the
standard barometric mode then set the local pressure
(1013/29.92 for this tutorial) by turning the knob. Check the
altimeters. Press the area located above the switch to select
IN or HPA. Then press in the area of the two red boxes
located below to adjust to a proper barometric value. The
local barometric pressure may be preset and, when reaching
the transition altitude, press the STD knob.
BARO
ST D
CAPTAIN GLARESHIELD
3. At the transition altitude, set the TERRAIN switch to on.
CAPTAIN GLARESHIELD
4. At 10000ft turn on the LANDING LIGHTS.
Call for the APPROACH checklist
Altimeters...Set
77
Now the aircraft is just past the SFO VOR and continuing the descent. It is time to focus on the approach
and landing.
The FMC has slowed the aircraft to the 10000ft altitude speed limit. Remaining under LNAV and VNAV
control, the aircraft is on course to OSI and the start of the base leg of the approach. Note the green donut
on the ND between OSI and MENLO intersection, which signifies additional speed reduction. Also note that
CEPIN is the first waypoint on the APPROACH.
IMPORTANT NOW PAUSE FLIGHT SIMULATOR IMPORTANT
We need to discuss the unique aspects of the 747-400 APPROACH phase of flight. These matters
necessitate prior planning by the crew as the flight deck workload increases due to procedural requirements.
There is a mode used by the FMC which is not annunciated: On Approach mode. The aircraft is in
On Approach mode when one of the following conditions is met:
1. A VFR approach is created and,
a. the aircraft has sequenced the FAXXX, or
b. the aircraft is enroute to a direct-to or intercept-to the RWYYY waypoint and is within 25 nm of
the runway threshold
2. A published instrument approach is selected and incorporated in the active flight plan and the
aircraft is two (2) nautical miles from the first waypoint on the APPROACH. That waypoint will be
shown at LSK 6R on the CDU when the APPROACH is selected. In our case, the waypoint is
CEPIN. IMPORTANT: If there is disagreement with a chart, be certain to use the airac defined
waypoint given by the CDU.
3. Air traffic control redirects the aircraft to a course direct to the Final Approach Fix (FAF) and the
aircraft is on that course and is two (2) nautical miles from the FAF.
78
The FMC transitions out of On Approach mode when any of the following occurs:
1. TOGA is selected
2. the aircraft lands
3. the aircraft flies beyond the last waypoint in the approach (missed approach waypoint or
runway) and the VNAV page title changes from "ACT xxxxxx DES" to "ACT END OF DES"
See page 279 of the iFly 747-400 AOM and the Tutorial Addendum for additional information about
On Approach.
When the aircraft reaches the deceleration point signified by the green donut on the ND, if the FMA Mode is
VNAV PATH the FMC will reduce the airspeed to around 173KTS. This speed is well into the amber band
and just above the Red Bricks. It is also below FLAP UP maneuver speed. The next screenshot shows
this:
This is not a situation crews want to encounter in the high workload environment of an approach.
So, in an approach with the deceleration point is before the first waypoint on the approach, we must select
speed intervention (press the SPD BUTTON) on the MCP just prior, about one (1) NM, before
arriving at the green donut on the ND. Then immediately set the PFD Command Airspeed Bug (CBE) to the
FLAP UP or FLAP1 SPD shown on the PFD speed tape. Set FLAP as necessary.
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Here is how the MCP, PFD and ND should look at this point:
Note that the MCP SPD Window is open. The crew is now managing airspeed and must also be aware of
the descent as VNAV SPD is now the FMA Mode. In VNAV SPD the elevators are controlling the aircraft
speed and the computer is not really interested in the path at all unless there is a FMC altitude constraint.
Then the pitch mode will change to VNAV PTH, the speed window will close and airspeed will revert to
whatever the FMC has programmed at that point. Or if the aircraft encounters an altitude set in the MCP
window (such as the 1800FT in our case) the FMA Mode will change to VNAV ALT and the speed window
will stay open. The path is still generated and, as shown above, appears graphically on the PFD. There is
also a plus or minus VTK ERROR readout on the CDU PROGRESS page 2.
How did that green circle appear on the ND? Press the CDU FIX button and you will see:
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Now enter MENLO in the scratchpad and LSK it to

the FIX INFO Page Left 1 line.
Next enter /4 (leading zeros may be omitted) in
the scratchpad and LSK to Left 2 line. As the
green donut on the ND is not a waypoint, the crew
must interpolate (estimate) the distance to draw
the circle around the green donut. In this case,
four (4) NM is a good estimation.
EXEC and the green circle will be drawn on the
ND. Now you can see where the SPD WINDOW
needs to be opened in order to manage the
airspeed.
In an approach where the green decel donut is NOT before the first waypoint on the approach, draw a two
(2) NM circle around the first approach waypoint. That is where the FMC will enter On Approach mode and
the crew must open the SPD WINDOW and set then manage the airspeed just before the aircraft arrives at
the two (2) NM circle. If on your tutorial approach the decel point is not prior to CEPIN, draw the circle
around CEPIN and SPD INT just before the aircraft reaches the circle. In this case, the MCP, PFD and ND
will look like the following:
Note that while the SPD WINDOW is open and the crew is managing airspeed, VNAV PTH remains as the
pitch mode. The FMC is controlling the descent. This is due to the FMC being in On Approach mode, as
discussed above.
IMPORTANT UNPAUSE FLIGHT SIMULATOR - IMPORTANT
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At MENLO intersection the aircraft will turn toward the final approach course, and there are important
actions the flight crew must take: on the MCP, press LOC to arm the localizer and confirm the ALT is set to
1800ft for G/S intercept. When the localizer is intercepted, the system will automatically set the inbound
final approach course.
Here is a screenshot of the PFD after taking those actions:

Note that LOC is displayed in white on the FMA, which
signifies that the localizer is armed but not yet captured.
White will change to green when the localizer is captured.
Also note the magenta pointer on the LOC pointer scale. The
LOC is not captured so it is hollow and, importantly, it is
deflected to the right, signifying that the aircraft is left of the
LOC, which is where you want to be at this point in the
approach.
You will see G/S display in white under VNAV SPD when the
glide slope is armed. It will change to green when the G/S is
captured. The G/S pointer scale to the right of the PFD has
the same characteristics as the LOC pointer scale.
Now lets have a look at the status of our tutorial flight. The aircraft has followed the vertical and lateral
profiles and is now just past MENLO intersection turning to the ILS28R Localizer course:
Looking at the above screenshot, we see that the aircraft remains in VNAV SPD mode, with the crew
controlling speed and the FMC calculating the vertical profile. Also, LOC is armed but not yet captured, and
the aircraft is still left of the final approach course. The G/S is alive, speed is reducing toward 203kts,
82
FLAPs are being extended on schedule, and the aircraft is turning left to establish on the final approach
course. The MCP ALTITUDE remains set to 1800 feet in anticipation of G/S intercept at the Final Approach
Fix (FAF). The FMC will set MCP COURSE to the final approach course when established on the LOC.
Then arm APP. This tutorial executes an autoland, so the other autopilots will engage automatically at
1500ft AGL.
1500ft AGL on an autoland is also the point when the autopilots control the rudder, so applying trim to the
rudder will have no effect. Thats important to know for an engine out event! The rudder remains under
autopilot control until (1) the autopilot is disengaged after the landing or (2) after the first roll mode is
selected on a go around, usually at 400ft AGL.
Do not be late arming the LOC or the APP modes as things happen in a hurry at this point. Extend FLAPS
according the flap extension scheduled display on the Speed Tape.
Set the Decision Height (DH) in the MCP ALT Window just prior to reaching the FAF altitude. This allows
the FMC to continue the descent rather than leveling off at the FAF altitude. Reset the MCP ALT to the
missed approach altitude when the aircraft is more than 300FT below the missed approach altitude to avoid
a level off during the final approach descent. In this tutorial flight use 200FT as the DH and 3000FT as the
missed approach altitude.
Continue to set the FMC determined airspeed on the MCP at each of the remaining waypoints and extend
FLAPS as required until the aircraft captures the G/S.
Do not hesitate to pause Flight Simulator in order to stay ahead of the aircraft!
NOTE: For more information about refinements to the iFly 747-400, please see the Tutorial Addendum.
83
4.
At glide slope intercept, lower the landing gear, verify that the
gear is shown as down on the ND and continue to extend the
flaps on schedule. Set MCP speed to VRef + 5 after selecting
Flaps30. Set the MCP to the missed approach altitude of
3000ft.
5. Click the input box area beside the spoiler lever to arm
the spoilers, and verify that the SPEEDBRAKE ARMED
is annunciated on the UPPER EICAS.
Set the speed brake

lever to ARM
THR PANEL
Call for the LANDING checklist:
Speedbrake. ARMED
Landing gearDown
Flaps.___, Green light
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TIP: Energy Management (Recovery from a high and/or fast condition) and Approach Types
Using the speedbrake is the first thing which may come to mind, and in fact that is preferable to extending
flaps at or close to the maximum placarded speeds due to the high flap mechanism wear factor. Use of
the speedbrake is less effective at slower speeds and is not recommended beyond FLAP20. At slower
speeds (under the 270kt extend limitation) the landing gear provides a tremendous amount of drag and will
effectively slow the aircraft.
So if you are a little too high or fast, extend the speed brake fully, reduce pitch and slow up. Then,
following the PFD speed tape cues, extend flaps. If quite high or fast then extend the gear. Be advised
there will be unexpected, perhaps never-before-experienced, noise in the passenger cabin if the gear is
extended at 270 kts! If the aircraft is not stable (on speed and descent profile and with the engines
spooled up by 1000ft AGL) then go-around.
There are two types of approaches:
1. Full drag: Have the gear down and landing flaps selected by G/S intercept. (used in this
tutorial)
2. Low drag: Start the approach at Flap5 with the gear up. (If the aircraft is heavy, Flap10 may
be required to stop acceleration down the G/S.) At 2000ft AGL select Gear down, Flap20
and arm the spoilers (do not arm the spoilers until the gear is down any fault in the spoiler
mechanism may trigger the spoilers to deploy to the GRD position, which you do not want to
experience!) By 1500ft AGL select landing flaps. Be stable with the landing checklist
complete by 1000ft AGL
5. Glide slope capture is show below. Study the photo to ensure you understand what is depicted:
the PFD FMA shows SPD, LOC and G/S in green (active modes) and LAND 3 is show in green on
the PFD, indicating the all three autopilots are coupled with the flight controls. Speed is steady at
VREF + 5 and the aircraft is centered on the LOC and flying down the glide slope. ROLLOUT
and FLARE are armed (shown in white).
85
And here is the full view on the final approach. The Gear is down, Flap30 is set, Autobrakes are set to 2,
the Speedbrake is armed and the missed approach altitude is set on the MCP.
NOTE: Hardware throttle quadrant thrust levers must be brought to idle

BEFORE the main landing gear touches down on the runway. Do this in a
smooth swift action in order not to disturb the A/T.
6. After touchdown apply reverse thrust as required, verify that the spoilers are extended and that the
autobrakes are working properly. The automatic system will track the LOC to maintain lateral position
on the runway. After slowing to 60 knots, disengage reverse thrust. Disarm the autobrakes before
reaching taxi speed. Disconnect the A/P and A/T prior to exiting the runway. Steer the aircraft manually
at that point.
Note: On a manual approach disengage the A/P and A/T before the aircraft reaches 500ft radio altitude
and start manual control. This gives time to get a feel for the aircraft and weather conditions
and avoids having to retrim the aircraft. At about 40ft radio altitude, slowly close the thrust levers
to the idle position and flare the aircraft. Follow the autoland approach procedure for reverse
thrust, spoilers, autobrakes, etc.
7. Exit the runway and taxi to the KSFO International Terminal, remembering the taxi
speeds we discussed on departure from EGLL.
86
After Landing Procedure

Start the After Landing Procedure when clear of the active runway.
1. Move or verify that the SPEEDBRAKE lever is

DOWN.
2. Start the APU as needed.
3. Set exterior lights as needed.
4. Set the AUTOBRAKES to OFF.
5. Move the flap lever to UP.
6. Set a transponder mode as required by arrival
airport directives.
7. Turn off the TERRAIN switch.
87
Shutdown Procedure
After stopping in the parking area or at the gate, we can start the shutdown procedure.
1. Set the parking brake and confirm that the
PARK BRAKE SET message is shown on the
EICAS.
2. Set electrical power as needed. As the APU

was already started, push the APU
GENERATOR switches and verify that the
ON lights are illuminated.
THR PANEL
LEFT FWD OVHD PANEL
If external power is needed, have the ground

crew connect power and engage it as
described on page 24.
3. Place Hydraulic demand pump 4 selector in
AUX.
4. If parked and pushback or towing is not
needed, set Hydraulic demand pumps 1,2,3
to OFF.
LEFT FWD OVHD PANEL
5. Set the FUEL CONTROL switches to

CUTOFF.
THR PANEL
6. Set the SEATBELTS selector to OFF.

AFT ELEC PANEL
7. Set the fuel pump switches to OFF.
8. Set the NACELL and WING ANTI-ICE

switches to OFF.
9. Turn off the BEACON light switch.

88
10. Check status messages.
CENTER FORWARD INSTRMENT PANEL
11. Set the transponder mode selector to

STANDBY.
AFT ELEC PANEL
12. Set Hydraulic demand pump 4 selector to

OFF.
LEFT FWD OVHD PANEL
13. Position the APU selector as needed.

Call for the SHUTDOWN checklist:
Hydraulic panel..Set
Fuel pumps.OFF
Flaps..UP
Parking brake...___
Fuel control switches CUTOFF
We a t h e r r a d a r . . . OF F
89
Secure Procedure
The secure procedure is started after completing the Shutdown Procedure.
1. Set the IRS mode selectors to OFF.
LEFT FWD OVHD PANEL
2. Set the EMERGENCY LIGHTS switch to

OFF.
3. Set the AFT CARGO HEAT switch to

OFF.
4. Set the PACK control selectors to OFF.

Call for the SECURE checklist:
IRSs.....OFF
Emergency exit lights.OFF
Packs...OFF
Now you have completed the entire flight process. Well done, captain!
The tutorial ends here, but please do not forget to read the iFly 747-400 AOM and the Tutorial Addendum for
much more detail.
90

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Flight Tutorial

iFly Jets: The 747-400

Electrical Power Up Supplementary Procedure

Preliminary Preflight Procedure

CDU Preflight Procedure

Before Start Procedure

Engine Start Procedure

Before Taxi Procedure

Before Takeoff Procedure

Approach and Landing Procedure

After Landing Procedure

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Weight and Fuel Configuration

this tutorial uses a 3 Class 416 seats configuration

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Do not forget to click Update after entering the fuel load.

Then click Edit and you will see:

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Click Next and set all options as shown below.

Then click each Tab in turn and set the styles.

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Click OK and you will be back to the Create A Flight page.

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AFT AISLE STAND

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OVERHEAD PANEL (iFly FWD OVHD)

OVERHEAD MAINTENANCE PANEL (iFly AFT OVHD)

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LEFT FORWARD INSTRUMENT PANEL

RIGHT FORWARD INSTRUMENT PANEL

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CENTER INSTRUMENT PANEL

MODE CONTROL PANEL (MCP)

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FORWARD AISLE STAND (iFly THR)

CONTROL STAND (iFLY THR)

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AFT AISLE STAND (iFly AFT ELEC)

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Electrical Power Up Supplementary Procedure

1. Using the Panel Selector, open the FWD OVHD panel.

LEFT FWD OVHD PANEL

LEFT FWD OVHD PANEL

3. Verify that the ALTERNATE FLAPS selector on the Center

4. Now back to the FWD OVHD panel. In the lower part of

5. On the Left FWD OVHD panel check the hydraulic

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