Now that Captain Sim's new 757 is getting better with each update/hotfix and that type being one of my favourites I'm going into it more but have some questions that came up while flying.

 

1. The DH panel. Since it only goes up to 999, what do I do when landing at a higher airport with minimums above that?

2. Am I right in assuming VNAV can't be armed on the ground before T/O like in the 737 e.g.? As well, it doesn't care much about accel height does it?

3. In case I'm right about the above, what's the correct procedure for the first climb segments?

• What's the common (or Delta specific, in case someone knows) accel height?
• Setting V2 in the MCP speed window for takeoff, what mode do I use for takeoff to climb at what speed?
• Upon reaching accel height, what's the next speed to accelerate to and since no A/P mode will make the F/D guide me on accel height (AFAIK) to what angle do I lower the nose to accelerate? (Read something about some pilots putting 0 or +200 ft in the V/S window)
• Flaps retraction schedule. I found a table in the Captain Sim manual with flap maneuvering speeds, putting them at VREF30+80 for flaps up as an example. Do I calculate that based on my ramp weight before the flight?

4. What's the normal flap setting for landing and is the 757 that 'slow' on final (like 133 KIAS)?

5. What would you set the speed bugs to for takeoff besides V1, Vr, V2? Flaps up speed?

• Landing?

6. There has been a bug reported with N2 during engine start. Boeing recommends adding fuel at 25% N2 and the CS 757 gets up to 25% but only very slowly after about 18%. Is it that slow in the real plane too or is this still a bug?

 

Thank you in advance to anyone taking the time to read that and answer. (Some real world 757 pilots around too?)

 

Edited August 29, 20187 yr by threegreen

It's been a while, but if memory serves from my virtual 757/767 flying experience:

1 hour ago, threegreen said:

1. The DH panel. Since it only goes up to 999, what do I do when landing at a higher airport with minimums above that?

The DH selector is for radio minima only (i.e. CAT II/III approaches where the radio DH will be <=100ft). 

For most approaches where the minimums are based on the barometric altimeter, there should be an orange (IIRC) bug that can be set on the primary altimeter itself.

1 hour ago, threegreen said:

2. Am I right in assuming VNAV can't be armed on the ground before T/O like in the 737 e.g.? As well, it doesn't care much about accel height does it?

Correct, VNAV is engaged at acceleration height.

1 hour ago, threegreen said:

In case I'm right about the above, what's the correct procedure for the first climb segments?

• What's the common (or Delta specific, in case someone knows) accel height?
• Setting V2 in the MCP speed window for takeoff, what mode do I use for takeoff to climb at what speed?
• Upon reaching accel height, what's the next speed to accelerate to and since no A/P mode will make the F/D guide me on accel height (AFAIK) to what angle do I lower the nose to accelerate? (Read something about some pilots putting 0 or +200 ft in the V/S window)
• Flaps retraction schedule. I found a table in the Captain Sim manual with flap maneuvering speeds, putting them at VREF30+80 for flaps up as an example. Do I calculate that based on my ramp weight before the flight?

Don't know about Delta, but typically 1000ft aal (will vary based on airport noise abatement requirements etc) and bugged on the primary altimeter (using that orange bug again)

V2 is set in the MCP as part of the preflight procedure. The FDs will be in TO mode which will command V2 to V2+20 during the initial climb.

At Aa, you engage VNAV and therefore the FD will command the acceleration. Alternatively you could select FLCH and bug the desired airspeed, but I can't think of any particularly good reason for doing that.

1 hour ago, threegreen said:

5. What would you set the speed bugs to for takeoff besides V1, Vr, V2? Flaps up speed?

• Landing?

The flap retraction schedule is based on VREF30, which as you say correctly is calculated based on your takeoff weight as part of your takeoff performance calculation. I think the convention was to bug V1 and Vr, then V2 is obviously the orange command airspeed bug, followed by Vref30+40 and Vref30+80 on the ASI but my memory is a bit shaky! 

The retraction schedule is to select Flap 5 at Ref30+20, Flap 1 at Ref30+40 and Flaps Up at Ref30+60. Ref30+80 is then the clean manoeuvring speed.

For landing again I seem to recall the convention being to bug UP (Ref30+80), Ref30+40 and Vref30. Remember to select the flap before decelerating below the manoeuvring speed for the current configuration, so you select F1 at the Ref30+80 bug and set the command speed to Ref30+60, then you need to select F5 before moving the command speed back to Ref30+40 and so on (you don't need to wait for the flaps to run all the way before reducing the command bug but you do have to make the selection).

1 hour ago, threegreen said:

4. What's the normal flap setting for landing and is the 757 that 'slow' on final (like 133 KIAS)?

30 or 25 depending on airline policy.

1 hour ago, threegreen said:

6. There has been a bug reported with N2 during engine start. Boeing recommends adding fuel at 25% N2 and the CS 757 gets up to 25% but only very slowly after about 18%. Is it that slow in the real plane too or is this still a bug?

Sounds feasible; the max motoring N2 will depend on various factors (not least the OAT/density altitude and the amount of puff the APU has) and the Boeing guidance is, as I recall, "25% N2 or max motoring" - so it's entirely possible that the real thing might struggle to get to 25%.

Thank you very much!

On 8/29/2018 at 11:16 PM, skelsey said:

At Aa, you engage VNAV and therefore the FD will command the acceleration. Alternatively you could select FLCH and bug the desired airspeed, but I can't think of any particularly good reason for doing that.

One more thing. When I took off in the CS 757 III I hit VNAV at accel height but instead of lowering the nose the F/D commanded to pull up more and the A/P wanted to go to 250 kts. This surely shouldn't happen?

For takeoff, I just switch on the A/T and activate EPR and follow the F/D until accel height, correct?