Hi I was just wondering what the ATC and the FMC COMM buttons are for on the FMC. I know they are not functional in PIC but are they ACARS related? If they are does someone have a pic of how both pages look in the real 767? If not can someone explain how they are used? Also does someone know what the TOGW entry is for on the right side of the take-off ref page? I know you don't put anything in there in PIC but is this ACARS related also on the 767? Thank You :-)

TOGW = Takeoff gross weightMichael J.

According to the bible (Bulfer's guide):"Value is uplinked brake release fuel and used for calculation of V-speeds in right column."The word "uplinked" suggests some ACARS function.I don't want to show the relevant page in the bible due to copyright issue. But the FMC COMM is indeed used for establishing a data link via ACARS. Route info, wind, performance init and things like that can be uplinked.No info on ATC, other than ATC uplink.Kind regards,Stephan Haas

In the 767's I fly those buttons do exactly what they do in PIC.However their use is related to CPDLC (Controller Pilot DataLink) and ADS (Automatic Dependant Surveillance). Which allows ATC and Pilots to communicate through the FMC, without the need to HF or VHF radio, and allows the aircraft to constantly transmit its position to ATC via satcom.All the 744's in our fleet have this capability when flying in FIR's that are compatible with the system. (On a Sydney-Lax flight once at cruise altitude the pilot does not talk to a controller until descent into lax. Infact position reports are sent automatically so there is very little to do....)In our 767's the ACARS is on a separate touch screen on the centre pedestal. Actually our newest one has its ACARS incorporated into the FMC, accessed by the MENU key on the FMC.

So much for airline dependent setups of FMC and ACARS! The more I get to know about these systems the more I think it will be impossible to find two aircrafts with exactly the same setup (including working keys).And another one: flying the machine seems to be the easiest part of the whole circus. Knowing how to play all the knobs and dials is far more difficult.Oops, hope I haven't started a war on this one. Although, wasn't the working of the radio's the part that would prevent non qualified pilots to land a 767? (a recent thread in this forum).Enough, back to bed.Kind regards,Stephan Haas