Hi All,I have a couple of questions hopefully some folks with a little more expertise than me can answer.1) What type of pre-flight planning goes into an average 757/767 domestic flight, on the part of the flight crew? When I fly with PIC, I always get a dispatch from my VA, a flight plan from PM Flight Planner, and a standard WX Brief with METAR/TAF/SIGMETS from my VA as well. Is there anything else to do or any other software I should be using for that ultra-realisitic experience? I have no real-world experience with this part of flying--I know what goes into a flight in a C172 but the 767 is a totally different animal...2) What do real 767 (or any airliner for that matter) crews do during cruise flight? I mean, it's obvious that you should always be looking for system malfunctions, but anything else?3) What is the proper procedure for use of checklists? Again, my expertise on r/w procedure ends at the C172. For PIC, I've heard two variations on procedures:a) Use the full expanded "Normal Procedures" document and do each item as you come to it on the listor:( Have the full "Normal Procedures" document memorized, accomplish the required tasks, then use the more basic cockpit checklist to check your workWhich of these is correct, or does it depend? Thanks in advance for any replies!-Marc

Marc,GREAT questions! I ran them by a really close friend of mine. This guy is in the

Great questions and good contribution from Hawkman and his pilot friend.I'd like to add a word or two about checklists, since I've made 757/767 checklists for a while now, using real world reference data (not just real lists but information on how they are used, too).Mostly in 757/767 the lists are indeed CHECKlists, not do-lists. The older types, DC9 etc. have so much more work in the systems that it has been more neccessary to conduct checklists as do-lists. Nowadays it's mostly about doing certain flows (flow is an action or a set of actions the pilots do in certain phases of the flight, flows are usually also triggered by some event or action by the other pilot or simply by entering a certain flight phase) in their time from the memory, and then checking the critical items with the checklist. Usually they are of challenge-reponse -type, where one pilot reads the list and the other one (or the one who reads the list) responds. The checklists I've made reflect this type of procedural thinking, which I've adapted from my several information sources on airline ops.Any questions about SOPs and/or checklist usage, feel free to ask. It would be nice to liven up the forum a bit, it's been so quiet and boring the past few months (every topic circling around the same beaten horse ;D).Tero

Hi guys,Firstly, I agree with Tero and will second that this is definately one of the most interesting forum posts that I have seen in recent months here.I love to fly as realistically as possible, and trying to fly as per real BA policies in PIC is both very enjoyable and very challenging.A couple of pilots in my VA including myself have access to the real BA 757/767 Normal and Abnormal checklists and flight manual, which when used in conjunction with PIC really works well. There are only a couple of items on the checklist that PIC doesnt simulate, but other than that, its great and adds one hell of a lot of realism. BA's checklist seems to include both types of checklist. The majority of items are challenge and respond, but a couple of the smaller sections such as the push start checklist below the dotted line are read and do items such as cabin crew signal, strobes and landing lights, transponder to TA/RA etc.Regards,Lee Holland.BAW446Senior CaptainBoeing 757/767 FleetBritish Airways Virtualhttp://www.bavirtual.co.uk

Thanks guys for your replies and insights into airline ops... Talking about checklists, where can I find a good one, specifically for the 757? I currently use the one that came with the PIC manual, but is that the best?Also, on a totally different topic, I have a question about approach procedure: after setting the bugs to the various reference speeds as indicated in the manual, when is the proper time to lower the flaps? For example, do I set flaps 5 when I slow to the maximum speed for that setting or the flaps five reference speed I set on the airspeed indicator?Thanks,Marc

Marc,I'd say the lists I've made are the best currently available :). Of course it's up to you if you'd like to use some other lists, there are plenty of those available.However, here's a dl link to my lists.http://library.avsim.net/download.php?DLID=44651For bug speed information and information on how to use flaps, see here and scroll to the latter part of that page, where it says "Flaps". ;)http://www.757.org.uk/sops/sop1.htmlcheersTero

Perfect, thanks a lot!-Marc

Hi Marc,I have an actual B757-200 checklist that I got from my pilot friend at Royal Nepal Airlines, and could copy it if you wanted to e-mail me at [email protected]. I don't know what the filesize would be on the pic files- I assume more than 1 file since it's double sided, as I recall.Bruce.

I have many actual 752 checklists as well. The problem with them in simming is that there are many checks that can not be implemented in any sense in the simulator (and 767PIC namely). That's why I created the sim checks, but the situation will surely change again once PIC2 is out....Tero

Hi Tero,"but the situation will surely change again once PIC2 is out...."This is worth waiting for! Thanks, Bruce.