I have just purchased that 767 operations manual sold by ESSCO - a very interesting document for everybody really interested in all features of the real aircraft.Looking at the approach diagrams, I have one question though: It is said that when flying an ILS approach, flaps 5 should be selected when reaching the localizer intercept point. When glideslope becomes active, Gear down and flaps 20 is to be performed. After having set the speed according flaps 20 on the MCP, do I first set flaps or first moving gear selector to down position? And: When should I set flaps 15? I won

Boeing Says:Gear Down then Flaps 20.Skipping Flaps 15 ok, its used more often for TakeOff on Short Rwys.Marc Brodbeck

Thanks for your reply! Just one remark: where did you find that information beside the original Boeing AOM? Or did I not read carefully enough?

Other than the gear comming down first, you will see slight differances between airline SOPs regarding this. I've never seen flaps 15 mentioned except for T/O. SO flaps 1,5 at vref and flaps 20 @180 knots &L;although Boeing says 170 knots&R; and 25-30 for landing. Some wait for one dot on the G/S for this others do not.Best Wishes, Randy J. Smith[h5]San Jose Ca[/h5][h3]" A little learning is a dangerous thing"[/h3]AMD XP 2100 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG |WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"

Thanks Randy! BTW, are you a professional pilot? I am just wondering about your broad knowledge of all 767 related stuff ;)

Nope. I just study the 757-767 daily :}. Maybe that's because I am at my computer for 10+ hours a day............ I really need to get out of the house more :-zhelpBest Wishes, Randy J. Smith[h5]San Jose Ca[/h5][h3]" A little learning is a dangerous thing"[/h3]AMD XP 2100 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG |WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"

I suppose, I should spend more time at my computer, too ;) ;) Thanks for your contributions to this forum anyway-much appreciated!greetings

Andreas,The info comes from Boeing AOM vol.1 Norml Proc-Flt Patterns and FltCrew Trng Manuals.I'm not a pro. pilot, just a private one.But, I do work in the flt ops. department of an airline w/ over 40 B767s.Marc

I heard these operations manuals are copies of an airline's operation manual for that aircraft.Is this true? If so whose manual is the 767's?I've been sitting on the fence about getting one.Cheers :)

I don't own those but I am pretty sure these are Boeing manuals and not airline specific POHs. Best Wishes, Randy J. Smith[h5]San Jose Ca[/h5][h3]" A little learning is a dangerous thing"[/h3]AMD XP 2100 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG |WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"

Boeing manuals are tailored for each individual airline. For example, they list differences between the airline's individual aircraft, specific procedures, etc.I should add that this applies to the manuals that I've read - maybe there are some "generic" AOMs too.Martin767 fetishistIt's a lot like life and that's what's appealing

The manual says gear down flaps 20 at glideslope intercept, however this is rarely done in line operations.During a normal ILS you will aim to be flaps 5 vref+40 at glideslope intercept, then at 2000ft select gear down and flaps 20, then flaps 30 when speed allows. This should have you stable by 1000ft, and produces a lot less noise than taking the gear down when the glideslope comes alive.

I use flaps 15 during transition from 5-20. Works great.

"I've never seen flaps 15 mentioned except for T/O""I use flaps 15 during transition from 5-20. Works great."According to [a href=http://www.767.org.uk]www.767.org.uk[/a] (Operating Procedures > General Section):Flap Extension goes 1, 5, 20, 30the only correct way to use the flaps is to adhere to the schedule.... The only exception to this rule is the use of Flap 15 for short periods during approach to meet ATC speed requirements when speeds in excess of VRef + 20 may be needed.

Gentlemen,As everyone else has already stated, it depends entirely on the operators SOP.An example of what Air Canada's engineers determined is the safest and most efficient for the Boeing 767:Intermediate approach speed VREF30+60, flaps 1. Just prior to intercepting the glide path VREF30+40, flaps 5. Upon glide path intercept VREF30+20, gear down then flaps 20. Established on final approach landing flap 25(In some cases 30) should be selected to allow for deceleration to target speed by 1000 ft AGL.Best Regards,