1. How do you know you are 2nm abeam the runway for the visual cct?
On the CDU there is a key called PROG (progress key) select this function and go to the next page to have PROG2 in view, there you will see your offset position related to your track. The technique is to have your PNF select the ILS to the RWY you are taking off, lets say you will be doing the visual to RWY 35 so you will call for the ILS 35 and then you will have your PNF select the RWY35 (last position on the ILS before the miss approach segment) followed by the inbound course (349 I believe) and execute it. This will be part of your preparation and brief for the visual approach and then you will select PROG page2 so you can see your offset value from the runway indicated in NM's.
2. Do you ever get to 250 knots in the profile? It doesn't say it anywhere in the profile but has a power setting for it in the power chart.
You could if you want too, but why would you? you are not doing yourself any favors by going fast, the best thing is to stay around 200KTS on flaps one as a minimum retraction flap position throughout the entire evaluation so that things go slow and you have more time to do corrections and it is also a little easier to control the SIM at a slower speed. Remember to brief your PNF that you will remain at Flaps 1 before you call for the after take off check list so that the evaluators behind you know that this is your intention and not that you forgot the flaps at 1, very important because after all the show is for them
3. Do they enter the runway centerline for the visual cct so you can use the noodle in map mode to help (sorry I'm on the airbus and we have no noodles there)?
Yes, use the same technique as above
4. The flaps calls in the C/L says to say "no light" after the flap number. What light do they mean? I asked a mate on the 767 and he wasn't sure either.
All EICAS equipped A/C's must have a secondary means of indication for all warning and caution associated with system conditions, there are two lights above the flap position indicator that work in conjunction with the EICAS warning/caution system, one for the leading edge slats and another for the trailing edge flaps. The call Flaps XX No Lights is to acknowledge that the flaps have reached their commanded position and that the system has detected no asymmetry problems
5. Is the 767 flown to Cat D speeds and requirements?
Yes
6. The engine failure C/L says to disconnect the auto-throttle. Can someone confirm that you then fly the sequence with manual thrust with auto-pilot on until base when it all come off?
Yes
7. It says to fly level at the MDA on teh VOR app. Is this how they normally do things on the line?
We do very little VOR approaches on the line but this used to be their procedure, recently they changed it to follow a constant descend profile to the MDA. Both techniques would be acceptable as long as you don't venture bellow the MDA
Good luck Poita, post your experience for others please
