swood721

Very cool. Always interesting to find out the variances between different airlines and aircraft types.

Interesting. My airline teaches to keep the ailerons neutral on the 75/76. I know the Boeing manual says that input may be applied but our manual says not to due to the possibility of putting to much aileron in and raising spoiler panels.

I figured as much, Boeing technique is pretty standard across models, I just didn’t want to assume. We did use the traditional crosswind technique when I flew the EMB-145, but it didn’t have roll spoilers so it was pretty much like flying a big Cessna or Piper. 🙂

For what it’s worth, this is not proper technique in the Boeing Flight Crew Training Manual, at least for the 757/767. The issue in using aileron deflection on the ground during takeoff and landing is that, during takeoff for example, if you deflect the ailerons then the spoiler panels also extend which seriously degrades takeoff performance. The opposite happens on landing. Aileron deflection in one direction causes the spoiler panels on the opposite wing to close which increases landing distance.

The APP light bar on the MCP stays illuminated on the 757/767. Also, in order to get out of approach mode, not only do the flight directors need to be turned off but the autopilot must be off as well. I’ve never flown the 747 but I assume it’s similar to the 757/767.

You’re correct but that’s not for Flag specifically. We use those fuel planning numbers under Part 121 Supplemental but only for international flights (including flights to Puerto Rico).

I can’t recall flag rules offhand, but 121 supplemental always requires an alternate with the exception of operating a flight releases under island reserves. No complaints by me because on a nice day I get extra gas. And to the points made earlier about airline policy, my airline (FAA 121 Supplemental) gives the following guidance: Fleet planned landing -757: 9,000 lb -767: 12,000 lb Fleet minimum landing for both aircraft: 7,000 lb The long and the short of it is that I can land below 9 or 12,000 lb but I better be evaluating my options. Below 7,000 and it’s paperwork and probably a carpet dance in the chief pilot’s office.

Funny you say that. I have a bit of time in an SR-20 and they’re nice but they do have a certain....following. I was at AirVenture over the summer and wanted to check out the new Bose Proflight headset. I was going through the presentation and talking with the rep when a guy comes up and immediately starts telling everyone that he’s trying out the new headset to see if it’ll work in the Cirrus jet he had literally just signed for. So that’s all we heard for the next ten minutes even though the Bose rep told him flat out that the Vision Jet comes with A20s as standard equipment. But I was lucky enough to listen to how awesome he was for ten minutes so I gues you can consider me blessed. 😉

Loss of airspeed is a memory item at my airline. Depending on flap configuration the procedure is to turn all automation off (autopilot, auto throttles and flight directors) then set 4 degrees pitch and 75% N1 for flaps up or 10 degrees pitch and 80% N1 for flaps extended. From there, run the QRH. This is for the 757/767 only.

The old boxes used to have a Direct Intercept button. Then someone figured out it’s way better to line select stuff and that button went away. My airline has a very....”varied” fleet so it’s always fun flying a Pegasus box, then getting into a legacy airplane and wondering for a few minutes why the darn thing won’t go direct when you line select a fix up to the top. 😂

My airline has one 757 with a 5kVA generator instead of a 10kVA that the rest of the fleet has. This requires us to run the APU during ETOPS until all fuel has been burned out of the center tank, while the other aircraft don’t have this requirement. A different scenario than you’re talking about, but just another consideration. Like we say at my airline, we had a standardized fleet....until we got our second plane. 🙂

I should have guessed. That’s the procedure we have in our books about flying into BOG and other high elevation airports. So basically, AA has the ability to do automatically what we have to perform manually.

American Airlines has an extra button on the overhead for a high altitude airport. No idea what it actually does as I don’t fly for AA, my airline just uses their sims. The 757/767 has a limitation to 8400ft PRESSURE altitude for takeoff and landing. That’ll get you in and out of BOG but not much higher unless you have some kind of modification/performance data from Boeing.

You’re correct, we do calculate the landing weight and enter the weight/speed we will assume to be at touchdown. When I brief, it’s usually 30-45 minutes before landing or roughly 10 minutes to T/D and the speed will have changed by the time we land. A very down and dirty calculation in the 767 is a 1 knot reduction for every 5000 lbs of fuel burned. Another thing that’s nice to know is how much extra runway you’ll use per extra knot of airspeed. In the 767, it’s a little over 200 feet per knot. If you cross the threshold 5 knots fast, that’s an increase of over 1000 feet assuming you don’t slam on the brakes to stop in a shorter distance. Certainly something to think about.

I was/am underwhelmed as well. I’m sure many will enjoy the product and PMDG will of course create a superb rendition, but this does nothing for me personally. I fly for a living and use FS as an escape of sorts, so recreating exactly what I deal with at work isn’t incredibly appealing, but I do wish them all the best and perhaps I will take a look once it has been released. To all those who do end up purchasing, I hope you enjoy it!

I can’t speak to how Airbus works as I fly a Boeing, but I assume it is similar in that the aircraft can perform an autoland as long as an ILS is available; it need not be a CATIII ILS. I’m not sure what this crew decided to do, but I would venture a guess that if they were able, they performed an autoland an then I believe I read that they were towed to the gate due to the lack of forward visibility.

ATI

My airline flies to three destinations that require Island Reserve (Wake Island, Ascension Island and Diego Garcia) and perhaps it’s a difference of the regulating body, but our reserve fuel is two hours at normal cruise. So, fuel to destination plus two hours. International operations is as you described in that we need fuel to destination, plus 10% of time enroute at last cruise altitude, plus fuel to alternate plus 30 minutes at holding speed 1500 feet above field altitude. My airline also operates under 121 Supplemental and not 121 Flag, so that may account for the difference as well.

I’m hoping to make it. Depends on my unpredictable work schedule, but fingers crossed.

Chances are you’d cause some serious damage before you even got to the runway. Taxiing around with a large door open like that could cause lots of stress. Different scenario, but a year or so ago I was flying from SEA-LAX. The ground crew came up and said the K loader was broken and they couldn’t move it away from the aircraft. Their solution was to push the plane back 20 feet or so and then close the door. Our manuals strictly prohibit ever moving the aircraft with the cargo door open because of the potential for massive structural damage. Granted, a main deck cargo door is larger than a passenger boarding door, but I still wouldn’t want to find out how much structural damage could result. And in case you’re wondering, the ground crew ended up hooking up three or so gigs and pulling the K loader away, so all ended well. ;)

Not sure if they have a 777, but Alteon in MIA is the Boeing facility down there. I know for sure they have a 767 but beyond that I can’t say. Probably the better part of the Boeing lineup though.

Exactly my thoughts. I fly the 757/767 so we have the Korry switches. Things can get “aggressive” in the speed flows are completed, but by no means do we treat our aircraft poorly. Plus, as freight pilots, we at my airline are used to old and worn out (but still terrific) equipment and it occasionally takes a little more coaxing to get things to do what we need.

Understood, thanks.

I’ve never flown a 737, but in my time at Horizon I’m almost certain the 737 at Alaska can go to RNP .15 or at the very least, RNP .3 Amusingly enough, we were approved for RNP .10 on the Q400 at Horizon, which is as low as you can go with RNP at this point. Pretty impressive what RNP can do. After leaving Horizon, I’m flying the 757/767 and my airline didn’t even have RNAV approach OpSpecs when I got hired (we have them now, but no RNP). Quite a change!

I fly the 757/767 and the altimeter tolerance, per our company manuals, is 75 feet from a known field elevation, plus the difference between the Captain and FO altimeters is 40 feet a sea level (field elevation) 45 feet at 5000 ft (field elevation) and 50 feet at 10,000 ft (field elevation). On top of that, tolerance must be within 200 feet in RVSM airspace.