I just arrived in Geneva, after a nice flight in a BA 767-300 from Heathrow. It was practically empty. I asked if I could visit the flight deck before the flight, the flight attendant asked the pilots and came back and said sure, after the flight. I managed to snap a couple of shots. The panel sure looked familiar!Before boarding, what a pretty bird:http://forums.avsim.net/user_files/34291.jpgAligning the IRUs:http://forums.avsim.net/user_files/34292.jpgComing into Geneva, some heavy airbrake action. I asked the pilots about that. They said due to the valley, they almost always need the airbrakes to get the slippery bird down, and this time ATC kept them extra high as well. The pilots were very nice and happy to chat.Lee Hetherington (KBED)

AOK Lee...Very nice!Mike

Great stuff!Have a nice trip!Rob.

Indeed the nice thing about Europe! You can still get in the cockpit and if your especially nice/lucky you can also get in during flight :)

Interesting CMD switches on the MCP :)

Hi LeeSuper shots! This is a section of this mornings plan for BA724 G-BZHB ie your flight. P 1 OF 7 BA 724/31 LHR-GVA ETD 0625/31AUG03 763/1 G-BZHB RTXC/S BAW724 P 1.0 EGLL-LSGG P 2.0 T/O SLOT .... 99.0 ZFW .... 0800 ATA .... TNKS .... 116.4 TOW .... 0625 ATD .... USED .... 110.9 LAW .... 0135 TOT .... LEFT .... 6.3 -- PL-- .... HOLD W A .... ACH FL .... It was indeed very light. A ZFW of only 99000kg lol. It was a fuel tankering sector though which increased the TOW/LAW :-)If you're interested, the route was...(FPL-BAW724-IS -B763/H-SXRWY/C -EGLL0625 -N0432F290 DCT MID UA1 XAMAB UL612 VEULE/N0454F370 UL612 MELEE UN136 VERIX UM605 LUSAR -LSGG0110 LFLL -EET/LFFF0016 LSAS0101 REG/GBZHB SEL/CJAP RMK/AGCS EQUIPPED TCAS EQUIPPED) >+ CheersEDIT - apologies the FP seems to have lost it's formatting :-(

"Interesting CMD switches on the MCP :)"Quite a few interesting options....Are they Para Visual Displays on the glareshield (outboard of the Master Warning/Caution Lights)? I first noticed that the padding on the glareshield seemed to be oddly shaped... then I saw the letterbox-type slots. This is an indication that a PVD system has been installed, but I haven't seen these on 767's before.Perhaps someone can remind me what that red and green indicator is on the main instrument panel just to the right of Captain's control column?I also see a fuel Jettison system.Cheers.Ian.

Thanks for the flight plan. I'll have to fly that when I return. Lee Hetherington (KBED)

Hi Ian,>I also see a fuel Jettison system.

Ian, it makes an interesting comparison to see how heavily the Qantas -336s were modified before entering service.Bruno, Qantas has a fuel jettison system installed on the majority of the 767-300s. It jettisons from the CWT only. In order to identify 767s with this facility look for the dump nozzle between the outboard aileron and the outboard flap on each wing. You can see it in this shot: http://www.imagestation.com/picture/sraid6...11/fc0d6766.jpgQuite a few other airlines have it as well.Some operators even have jettison on their -200s, such as Malev.

Aha! I was wondering what that was between the ailerons and the flaps during my flight.Lee Hetherington (KBED)

Hey Leee! Great to see you had a nice flight! Didn't know you were in Geenva, I'm studying here...could have come out to the airport (well I do often the observation deck is great). How long were you in Europe?

Hi there!How are you? Thanks for the great info, appreciate. Do you know why would an airline install the Fuel Pump if the 767 can land above 'MLW' ?Thank you,Bruno Francescoli.

Landing with fuel in the CWT is not a good idea, essentially this fuel is added to the ZFW to inflict bending moments on the wing roots. Looking at a Boeing 767-338(ER) HGW in an IMMEDIATE return to land situation:MTOW 185,065kgMLW 145,150kgMZFW 130,635kgThat's a 40,000kg split between MTOW and MLW, the CWT holds 38,646kg, so dumping a full CWT will bring the aircraft very close to MLW. Obviously it is possible if the aircraft is loaded to MZFW that the aircraft will weight 169,735kg with full wing tanks and no fuel in the CWT. In this situation the fuel is either burned, or the aircraft lands above MLW by 24,585kg minus the fuel burned whilst airborne. Depending on the nature of the emergency landing overweight may be necessary.Overweight landings lead to an inspection according to the Maintenance Manual, the invasiveness of which depends on the touchdown weight and G loading at touchdown.All in all it is better to empty the CWT before attempting a return to land, if time permits.

Just a follow up. While in Geneva, I managed to fly a 172 (with an instructor) out of LSGL, do a few T&Gs, fly around much of the shore of Lake Geneva, and then up into the French Pre-Alps in the vicinity of Evian. Wow!Photos at http://www.sls.lcs.mit.edu/ilh/pics/flying/2003-09-03-LSGL.Lee Hetherington (KBED)