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Showing results for tags 'boeing 757'.
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/images/notams/notams22/blue0923/blue-bird-1.jpgJust a sneak peak at the level of detail you can expect on the exterior. Here you can see some of the detail that is being put into the engine and pylon with the help of a very talented artist. Still WIP and there will be tweaks here and there. /images/notams/notams22/blue0923/blue-bird-2.jpg /images/notams/notams22/blue0923/blue-bird-3.jpg /images/notams/notams22/blue0923/blue-bird-4.jpgSource
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/images/notams/notams22/blue0724/bluebird1.jpgHere's the next development update covering the 752-200/300, sorryfor the delay since the last update. It's been a busy busy time! Over the last few months, we have focused a lot on getting the VCanimations complete along with working on the FMS (Flight ManagementSystemx) and flight dynamics. The VC animations are 90%complete. However, many switches still need to be integrated into thesystems. From the FMS perspective, several pages on the FMC, certainAP functions, Navigation display , PFD are functioning. Withoutrevealing too much it's worth emphasising that the FMS is a hugepriority. After the FMS is complete, we will work on the other systemsof the aircraft. /images/notams/notams22/blue0724/bluebird2.jpgOn the exterior model, we have focused mainly on the landinggear. Still a lot of parts left to do but it is coming alongnicely. The textures are unchanged from the last update but these arereally just placeholder textures. A lot of detailed work is still leftto do to really bring the textures to life. The flight model has received attention too. However, there is muchleft to do here. We plan on integrating two different flightmodels. One will be aimed at “easier flying†while the other is aimedat maximum realism within the simulator limitations. /images/notams/notams22/blue0724/bluebird3.jpgSource Previous Dev Update on Just Flight 757
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/images/notams/notams22/blue0712.jpgAircraft developer Blue Bird Simulations continues work on their first project for MSFS 2020, the Boeing 757 jetliner. Theirs will be a "mid-level complexity" aircraft, more complex than the default planes but not study level. A new mini update with screen shot has just been posted: "Another mini update. Long way to go but lots of progress on theVC switches and animations along with some systems implementation forthe FMS. No VNAV/LNAV yet but we're getting there. This screenshot shows just a bit of some of the planned functionality. I haveloaded a simple FP from PHL to DCA that loads directly into theFMC."> Source
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/images/notams/notams22/jfli0413/just-flight-757-1.jpgWe're thrilled to announce that the 757-200/300 for MSFS is nowwell and truly up and running in terms of its development. DevelopersBlueBird Simulations have made great progress already and you're nowable to follow all stages of development via our In Developmentsection on the web site. The aim is to bring you regular updates,every four to six weeks. The page and the first development update is now live. Rememberthis is still at least a year away from completion and release so along way to go. /images/notams/notams22/jfli0413/just-flight-757-2.jpg /images/notams/notams22/jfli0413/just-flight-757-3.jpg /images/notams/notams22/jfli0413/just-flight-757-4.jpg /images/notams/notams22/jfli0413/just-flight-757-5.jpgSource
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/images/notams/notams22/just0411/just-flight-1.jpgHere are some previews of Just Flight's upcoming 757 for MSFS: /images/notams/notams22/just0411/just-flight-2.jpg /images/notams/notams22/just0411/just-flight-3.jpg /images/notams/notams22/just0411/just-flight-4.jpgA more in-depth Development Update to follow in the next day or twoon the 757-200/300. Here are some quick shots to help whet theappetite. All shots are WIP. The 757-200/300 will be an all-new MSFS-native aircraft which willtake full advantage of the SDK to create a visually stunning andincredibly immersive simulation of the 757-200 and 300. The team arestill in the early stages of aircraft systems development andtherefore further details will follow, but the aim is to ensure theyare accessible to simmers of all experience levels, with a significantjump in systems depth versus the MSFS airliners, providing anauthentic 757 flight deck experience. Source
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/images/notams/notams22/just0220/just0220.jpgANNOUNCEMENT - New add-on being developed! 40 years ago today the first 757 took flight so what better day tobring you news of a new 757 200/300 that's now taking shape and indevelopment for MSFS. The add-on is being developed by the talentedexternal development team BlueBird Simulations. You can read the full announcement on the web site (link below) andview an initial set of early WIP screen shots, some of which can alsobe seen below. Of course you'll notice the interior shots are waymore advanced than the exterior shots. /images/notams/notams22/just0220/just-flight-757-1.jpg /images/notams/notams22/just0220/just-flight-757-2.jpg /images/notams/notams22/just0220/just-flight-757-3.jpg /images/notams/notams22/just0220/just-flight-757-4.jpgThere's a long way to go yet but it's certainly one worth keepingan eye on. We aim to bring you regular updates on the progress fromaround April/May time at which point the product will be added to theIn Development section of the site. Here's the link to the news article. Enjoy the rest of your weekend! Source
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/images/notams/notams19/capt0216.jpgThe 757-300 Expansion was released for FSX today, which means theentire 757 Captain III family is now complete and available for P3D v4and FSX. The 757-2PW base pack required! The 757-300 Expansion supports all features of the 757-2PW Basepack and delivers the following highly detailed and accurate digitalreplicas of the Boeing 757-300 wearing Captain Sim House livery: 757-300 with RB211-535E4B engines757-300 with PW2043 enginesEach engine variation provides: Custom engine performanceCustom FMC setupCustom Flight ModelThe RR engine systems and sounds included. The RR Expansion is notrequired. Moreover, hundreds of optional equipment (winglets, antennas etc)variants and free liveries are available. Purchase Captain Sim - 757-300 Expansion
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/images/notams/notams19/capt0210.jpg757 Freighter Expansion, the most advanced and complete 757freighter ever built for any sim. The 757-2PW base pack required! The 757 Freighter Expansion supports all features of the 757-2PWBase pack and delivers the following eleven highly detailed andaccurate digital replicas of the Boeing 757-200 Freighter variantswearing Captain Sim House livery: 757-200PF with RB211-535E4B engines757-200PF with PW2037 engines757-200PF with PW2040 engines757-200PCF with RB211-535E4B engines757-200PCF with PW2037 engines757-200PCF with PW2040 engines757-200SF with RB211-535E4B engines757-200SF with RB211-535E4 engines757-200SF with RB211-535C engines757-200SF with PW2037 engines757-200SF with PW2040 enginesEach engine variation provides: Custom engine performanceCustom FMC setupCustom Flight ModelThe RR engine systems and sounds included. The RR Expansion is notrequired. Complete VC including: Freighter converted Flight DeckLavatory and supernumerary area"Submarine hatch" entry doorCargo cabin with wing viewsAnimated High LoaderAnimated ULDs. (P3D4 only)Misc features: FMC cargo management features.Cargo management 2D panel.Custom cargo management sounds.Integrated GPU.Exterior animated High Loader and ULDs;TrueGlass rain effects; (P3D4 only)Cargo cabin custom lighting. (P3D4 only)Moreover, hundreds of optional equipment (winglets, antennas etc)variants and free liveries are available. Purchase Captain Sim - 757 Freighter Expansion for FSX/Prepar3D v3
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/images/notams/notams19/capt0125.jpgThe 757-2PW base pack required. The 757 FREIGHTER ESSENTIAL supports all features of the 757-2PWBase pack and delivers highly detailed and accurate digital replica ofthe Boeing 757-200PF with PW2037 engines wearing Captain Sim Houselivery. Fully functional VC including: Freighter converted Flight DeckLavatory and supernumerary area"Submarine hatch" entry doorMisc features: FMC cargo management featuresCargo management 2D panelCustom cargo management soundsIntegrated GPUExterior animated High Loader and ULDsTrueGlass rain effectsMoreover, hundreds of optional equipment (winglets, antennas etc)variants and growing number of free liveries are available. Please note no upgrade from the 757 Freighter Essential to thecomplete 757 Freighter Expansion is available. Purchase Captain Sim - 757 Freighter Essential
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/images/notams/notams19/capt0102/freighter1.jpgThe 757-2PW base pack requirede! The 757 Freighter Expansion supports all features of the 757-2PWBase pack and delivers the following eleven highly detailed andaccurate digital replicas of the Boeing 757-200 Freighter variantswearing Captain Sim House livery: 757-200PF with RB211-535E4B engines757-200PF with PW2037 engines757-200PF with PW2040 engines757-200PCF with RB211-535E4B engines757-200PCF with PW2037 engines757-200PCF with PW2040 engines757-200SF with RB211-535E4B engines757-200SF with RB211-535E4 engines757-200SF with RB211-535C engines757-200SF with PW2037 engines757-200SF with PW2040 engines /images/notams/notams19/capt0102/freighter2.jpgEach engine variation provides: Custom engine performanceCustom FMC setupCustom Flight Model /images/notams/notams19/capt0102/freighter3.jpgMisc FeaturesComplete VC including high resolution cargo cabin with wing views, animated doors, loader and ULDs.FMC cargo management features.2D cargo management panel.Custom cargo management sounds.Moreover, hundreds of optional equipment (winglets, antennas etc)variants and free liveries are available. Source
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/images/notams/notams18/tds0728/tds0728.jpgToday after a long process we released the 757-200 Pax models for FS2004 and FSX. This aircraft is made by TDS - Tenkuu Developer Studio. Model designer: Hiroshi Igami Flight dynamics designer: Nate Rosenstrauch Model and flight test: TDS members. TDS - Tenkuu Developer Studio Members: Hiroshi Igami, Nick Wilkinson,Carlos Eduardo Salas, Yosuke Ube, Stian Svensen, David Biggar, LuizAntonio Perina, Nate Rosenstraugh. /images/notams/notams18/tds0728/757-200.jpgFeatures In DepthDynamic shineOpening Doors & cargo doorsAll normal animations Realistic FDEAccurate dimensionsAccurate specificationsAccurate flight performance based on performance chartsAccurate flight performance based on certified pilot inputDifferent engine variantsDifferent engine performance, thrust maps, and fuel burn per different engine typeDifferent and accurate gauges based on engine type and performanceDefault and alternate gear points for aircraft look vs. performance feelNew detailed lighting effects Visit us on Facebook.com: TDS 757 Support: https://www.facebook.com/groups/214187952530554/
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Confessions Of A 757 Trainee - Circuits And Line Training By Kris Heslop (15 April 2006) 4th January 2006 - Base Training A new year and a new aircraft, some people have tame new years resolutions but I like mine to be quite large... 100 tonnes or so will do nicely. Simon and I both arrive at roughly the same time in the crew room at Leeds. Today is the first time we fly the real aircraft. As an added bonus we have been issued with the new aircraft which arrived only a few days before. G-LSAB has had a chequered past having worked for more airlines than most of us have flown on in a lifetime so the term new aircraft is a bit of a misnomer. Its final resting place prior to coming to us was in the desert in Arizona having flown for a Turkish airline prior to that. After being ferried from Arizona she spent several months being stripped back to bare metal and refitted. Finally she has arrived at Leeds and we will be the first to fly her and no doubt find all the faults that have been disturbed during the refit. Our instructor Dave Trussler is joined by another instructor, Paul Chaplin. Paul is being trained by Dave to be an aircraft trainer so the plan is that Dave will fly in the right hand seat with Simon for his four circuits then Paul will swap with Simon and do two circuits. Finally it will be my turn to fly and I will then fly the jet back to Leeds for my fourth and final landing. It seems somewhat bizarre that today, over a month after starting the course and after nine grueling sim sessions, is the first time we have officially set foot on the real aircraft. Of course both Simon and I had gone to ogle our new toy at our earliest possible convenience once we knew we were converting but this is the first time we will have gotten our hands on it for real. Some say this is a testament to the quality of simulators nowadays but following numerous aircraft visits during my F27 training I know how valuable it is to be able to go and poke around the real thing and really get to know what you have just been taught. We all get together to brief for the flight and decide that our original plan to go to Teeside will not work due to the low cloud and forecast rain and drizzle. We look at our options and find the one reliable ray of sunshine in the UK...Prestwick near Glasgow. We then move on to decide on fuel loads and the like before calling for our transport and getting on with the job. Once on the aircraft we sit down and discuss the procedures and modified checks we will do during the circuits as an airliner tends not to be designed to do touch and goes thus all its procedures are written to bring you to a halt after landing. We also discuss what flap and gear configurations come where and finally what our contingency plans are if something goes wrong. Dave is then dispatched to the pointy end to prep the flight deck and program the FMC while Simon and I follow Paul on a walk-around check which will become a very familiar ritual once we are on the line. The time has finally come, Channex 10T is cleared for push and start and we are off and running. The mighty RB211's rumble into life and gently push us along the taxiway without a hint of the true brute force that they can exert upon the aircraft. Each RB211 produces 40,000 lbs of thrust which easily makes the 757 a very expensive sports car of the air even when fully loaded, today however we only have four people aboard and just 20,000 kg of fuel giving a take-off weight some 20 tonnes lighter than normal. As a result we de-rate the engines by up to 20% to reduce engine wear and also to make the aircraft less of a handful. With the de-rate checked and our take-off clearance issued Simon stand the thrust levers up and engages take-off thrust. Even with the de-rated engines we are still easily airborne before using half of the 7000 foot runway available. With Simon and Dave working like one armed paper hangers I sit back and snap away at the rapidly retreating ground and enjoy my first ride in a rocket ship. "Set Thrust" "ROTATE" "Positive Climb" "Climb Thrust" Leeds falls beneath us Approaching Prestwick Flight time to Prestwick is a little less than 20 minutes and we soon descend from our cruise level of 20,000 feet down to begin Simon's first approach, an ILS to runway 13. Air traffic give us vectors into the ILS and then it's up to Simon as the autopilot and auto thrust are disconnected and he takes the wheel. The aircraft is fitted with a sophisticated auto flight director system which continues to give Simon cues to fly the ILS perfectly but with the weather as gin clear as it is Dave soon suggests that it is no longer needed. The weather at Prestwick couldn't be better, no clouds, visibility as far as you can see and a gentle breeze straight down the runway. That combined with a gem of an aircraft and we feel like we're on rails all the way down the approach sweetened by the gentle squeak onto the runway marking the standard for the day..."how am I supposed to follow that!" Touch and goes are a rapid event and with the runway rapidly disappearing ahead of us Dave raises the flaps, resets the trim and winds up the engines and we clatter into the wild blue yonder once again. Simon completes three more text book landings before coming to a halt and after a little grumbling relinquishing his seat; who wouldn't want to do that all day? Paul Chaplin takes Simon's seat for his two landings and as a learning experience this time a de-rate is not selected. The engines wind up to their full 1.72 EPR and the aircraft leaps off the runway like a frightened rabbit. The circuit height is only 1500 feet so the engines are quickly reined in and we turn into a right circuit. After the first touch and go we then ask for a long approach to test the aircraft auto-land system and allow it to be certified for use. ATC vector us for an 8 mile final and Dave and Paul set up the autopilot to make an auto-land. All three autopilots engage as we pass 1500 feet kicking off what little drift is present in the calm air and we again ride the rails down to a smooth touchdown and rollout bang on the centerline and touchdown point proving yet again the capability and reliability of this superb aircraft. As we taxi off I start to prepare myself handing, over the paper work to Simon who will now be chief time keeper and score keeper on the jump-seat. We come to a halt and Dave gets out of the right hand seat grinning like a Cheshire cat. I get in, strap in and make myself comfortable. Paul unexpectedly asks if I want to taxi, this being one of the few 757's fitted with a tiller for the first officer as well as the skipper. Having not taxied an aircraft for three years I jump at the opportunity. We get clearance and I pull us off the holding area onto the taxiway. Taxiing a large jet is a bizarre experience; my previous experience in light aircraft always had the nose gear fitted ahead of you but now I am in a situation where the nose gear is 12 feet behind me, somewhere just aft of the forward galley in fact, and behind that a very wide and long main undercarriage which I must ensure I don't drop into the grass. We manage to get to the runway and line up without too many hiccups and now it's my go to make it all happen. As before I stand the levers up and ask for take-off power, the engines wind up to a derated 1.55 EPR and the familiar boot of G force hits the back of my seat. 80 kts, V1 and ROTATE calls come up very quickly and I rotate to 17.5 degrees of pitch, the flight directors command an altitude capture almost immediately and Paul pulls handfuls of power off as I call for climb thrust. The pitch / power moment is significantly more pronounced on this aircraft and as the engines come back almost to idle to keep below the flap limiting speed so the nose drops a good 10 degrees assisting me in levelling at the 1700 foot circuit height. We turn right almost immediately into the circuit maintaining flap 5 as we hurtle downwind. The aircraft handles like a sports car as well as accelerating like one, its responses to my control inputs are staggeringly crisp. This is the first time I have felt like I was flying a fighter. As we come abeam the runway threshold I ask for the gear and flap 20, we time outbound for 30 seconds and then haul the nose around the corner onto final, descending in the base turn and taking the final stage of flap. We hit the slot bang on the glide and centerline just like in the books and I trim to maintain the steady 600 foot / minute descent rate and ride the rails to my first touchdown. At 50 feet the audio call outs cue me to prepare to flare and as we hear "30" I gently pull the power off and raise the nose slightly letting the rear wheels of the main bogeys kiss the ground. I fly the nose to the ground and Paul starts the clean up, resetting flaps and trims before telling me to "stand them up" referring to the power levers, he then sets take off power manually and we are airborne again in a flash. I remember reading several books by Steven Coonts about life as a naval aviator and this is about as close as I will ever get to the excitement of doing 'bolters' on an aircraft carrier "YEE HAW". As we enter the downwind Paul suggests a slightly different flair method to and I agree to try it on the next landing and we are soon back on final. With Paul's new method I try to jockey the jet onto the deck as smoothly as the first one but this time we impact slightly more firmly than before. "Hmm" says Paul "Ignore what I just said, perhaps you should do what you did the first time!" We both have a laugh as I stand the levers up once again and blast into the blue yonder. The third and final circuit at Prestwick was much better kissing onto the ground just like the first one and we ask ATC for a vector towards our first en route waypoint as we wind the engines up to full power, point the nose skywards and leave sunny Prestwick in our jetwash, now all we have to do is find our way back to Leeds! At about 5000 feet I engage the center autopilot and allow the blood to flow back into my white knuckles. You never realise how tight you grip when you are doing something completely out of your depth. An old flying instructor of mine used to put a pen between your knuckles to stop you gripping too hard; it was amazing how much pain that exerted if you gripped too hard. In the cruise to Leeds briefing the approach The flight back was again about 20 minutes and I set up the aircraft for an ILS back into runway 32. My plan was soon thrown into disarray when at the last minute Leeds changed to runway 14 making my planned approach useless and to add insult to injury making us very high and very fast. A further challenge was that 14 has a steep glide-slope so if you aren't at the right place at the right time you never will be! The full weather report also increased the challenge by giving a 15 knot crosswind and only 3500m visibility; ah well, I like a challenge! I pop out the speed brakes and wind up the speed increasing our energy state and dropping out of the sky like a sack of spuds. Thank you Mr. Robbie (my old physics teacher) I now understand the principles of kinetic and potential energy, I needed all the potential energy I could get! A pilots eye view of a murky Leeds approach Thankfully despite being a very slippery wing, the 757 has particularly good wing spoilers, so after a little chasing of the glide and a lot of advice from Paul I manage to get the ship back into the groove and the flight director captures both the localiser and glide simultaneously as we take the gear and flap 20. I catch the balloon effect caused by flap 20 trimming franticly to avoid going high on the glide. Flap 30 follows soon after we get below the limiting speed and passing 2000 feet we are fully stabilised and configured but still IMC in the cloud. I use my thumb to cover the Go-Around switches on the thrust levers fully expecting to end up going around due to weather but the cloud gives up and reveals the runway as we pass 1000 feet above the ground. The healthy wind makes the approach a little more exciting but at least it's steady and not gusting. Not quite as smoothly as in Prestwick I jockey the aircraft to keep it on the mythical rails and begin my flare at 30 feet kicking off the drift and dropping a wing into wind while holding the nose off until the main wheels touch... the speed brakes deploy and we know we are down and stunningly the aircraft settles onto the runway perfectly; it's at this point I remember to breathe! Simon and I after our morning of bumps with our little RB211 engine! The first flight of G-LSAB is over and that is probably the last time I'll get to play with an airliner for quite some time. We have burned over 10 tonnes of fuel and made 10 landings each of which costs many hundreds of pounds in landing fees but both Simon and I get off grinning like school children in a sweet shop. What an awesome machine and a great pair of trainers resulting in a fabulous day out. During the flight we took a lot of pictures, the best of which are in this article. The external pictures were taken by Dave Townsend who very kindly has allowed me to use them in this article. You can see more of his aviation photos at www.davidtownsendimages.com. Kris Heslop boxjockey99@hotmail.com -
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Confessions Of A 757 Trainee By Kris Heslop (26 February 2006) This is not the normal type of article you'd expect to see on FlightSim.Com but since new add-ons are claiming to be more and more realistic we thought it was time simmers got an insight into what real airline training is all about. This is my third type rating in about as many years so I have been pretty lucky so far. I first flew the Fokker F27 turboprop freighter but then quickly moved to the Boeing 737-300 when my company began operating passenger services out of Leeds and Bradford in Yorkshire. Having spent almost two years on the 737 and amassed a little under 1200 hours on the aircraft the chance to convert to the 757 fleet came up and I am not one to turn down an opportunity to fly such a cool aircraft. This article will be my journal of events throughout the type rating and will hopefully give you a little insight into what you need to go through in order to actually add an aircraft to a commercial pilot's license. The course lasts over four weeks so I have decided to split it into three parts, the written course and fixed base simulator first, the full motion sim second and finally the line training on the actual aircraft which will al hopefully culminate in me being signed off to the line to fly relatively unsupervised...Enjoy. Day 1 - 28th November 2005 To say I am excited about starting the course is an understatement, I have just had two weeks leave and subsequently have been watching my future ride thunder past my front window every day with envious eyes. Even the couple of congratulatory beers with my partner in crime, Captain Simon Randle, didn't seem to have the usual sleep inducing effects. Despite my restless night I was up with the larks and with a hearty breakfast in our bellies it's off to work. The type rating is being done by ALTEON, formerly Flight Safety Boeing, at London Gatwick initially but moving after the first few days to take up residence at the British Airways training centre at Heathrow. The ALTEON building is new and would look impressive were it not for the Virgin Atlantic palatial head office situated across the road. Once through the pleasantries of meeting our instructors and being weighed down by yet more tomes of Boeing technical manuals we are led upstairs to the CBT (Computer Based Training) room where we are to take up residence for the next few days while our full time pad at Heathrow is prepared. The CBT is becoming the mainstay of type rating training nowadays with the obvious financial benefits coming from the lower amount of full time instructors on staff being reaped by training establishments worldwide. The idea is that you learn at your own pace with an instructor periodically poking their head round the door to answer any questions that you come up with... you did write them down didn't you, oh that's why the pad of paper was in the bag! The work stations are helpfully setup so that a captain and first officer sit side by side around a mock-up of the flight-deck commonly referred to as the 'cardboard bomber' with a screen in the centre of each station. This setup offers the benefit of being able to locate and become accustomed to each control and system as they are discussed and become more familiar with the layout of the 'office' prior to going into the real simulator. CBT seems to have the same format the world over regardless of whether you are learning a Boeing 757 or doing a Microsoft MCSE course. A monotonous and dull American accented narrator guides you through each section allowing you to interact at certain phases of each section for example turning the battery switch on and configuring the electrical systems ready for engine start. A further summary and then an end of module exercise session to allow you to demonstrate your new found skills. This so far seems a little derogatory of CBT but in reality for this type of training course it really does work well. We get to interact with a simulated system and see what happens in each scenario and as a result gain a working knowledge of the system before setting foot in an expensive level D sim. A far cry from my first type rating on the F27 when an instructor taught us what was needed classroom style and we were required to 'take his word for it' when it came to abnormal situations. Not that his word wasn't bang on but a picture is worth a thousand words! As a whole day 1 and 2 are basic understanding sessions where we are getting a feel for the aircraft and the systems. The plan for most courses involves the introduction to a fixed base training device, a non moving simulator, fairly early on in the CBT phase to get us accustomed to the basics of aircraft setup and system use and to back up each phase of the CBT with real experience of the aircraft. So the countdown commences to day 3 and our first real experience in the simulator. Day 3 - 20th November A change of course venue from the Alteon training centre at Gatwick to the British Airways training centre at Heathrow has taken place as planned and we are now ensconced in our slightly less palatial surroundings in a small office in the main simulator building. Unfortunately the swanky CBT workstations have been replaced by simple desks with PC on them but not to worry we have a simulator here so the trade-off seems worth it. It always staggers me how the world can slow down when you are waiting for the appointed hour to do something exciting and as expected the world has slowed to a similar tempo to that of the slow drawling CBT voice over. Finally midday arrives and it's time to get our first sim briefing and our first taste of our new office. Rod Holdridge, our instructor, runs through what we aim to do and checks we have done the pre-requisite reading so we are as prepared as we can be. What staggers us both is that it is not expected that we get airborne in this session although with both Simon and myself having a large number of hours in the 737 he is optimistic that we may breech the surly bonds of earth and clatter skywards into our simulated skies. First impressions of the fixed base sim are somewhat disappointing, tucked away beneath a 737-400 level D sim in the corner of the sim hall is a small caravan type construction. The only barrier to the outside world is a heavy duty curtain divider. Inside however is a different world of Boeing beige. The fixed base trainer is a complete working replica of a 757 / 767 flight deck albeit with blanked out windows. To say that I feel out of my depth is an understatement. I have moved from the very familiar surroundings of the 737 to the rather different six TV screen world of a big Boeing. While the philosophy of the flight deck is initially very different it doesn't take long to see where the similarities between our new toy and the venerable 737 are. Once the sim is slowly powered up by our rather cautious fingers we start to recognise the familiar EADI (Electonic Attitude Direction Indicator) and EHSI (Electronic Horizontal Situation Indicator) which are exactly the same as the 737. The flight instruments while a different colour also have a reassuring familiarity and while the overhead switches have been replaced with push buttons we can start to see the parallels. As Rod helps us out we slowly become happier with our surroundings and feel less like fishes out of water. The panel scans take up a majority of the 2 hour lesson but we manage to get the myriad of buttons and switches correctly positioned with enough time remaining to get a couple of take offs in before being chased out by the next crew. The actual flying side of the FBS (Fixed Base Sim) is academic as there is no visual or motion system and so no external cues to help us but as a procedural trainer its value is clear. Far better to learn the standard calls and phraseology here in cheaper sim than in its expensive level D counterpart. Despite the lack of visuals we manage to get airborne and at least get to see the subtle differences in the 757 EADI and EHSI which gives us something to talk about over our beers this evening. Day 5 - 2nd December As has become our routine CBT takes up the majority of the day as we prepare ourselves for our 3rd session in the FBS. The 2nd session was much better having practiced our scans over night so we are keen to get back in and show Rod our new found prowess. The CBT over the last two days has been a bit of a chore as it has mainly revolved around the flight management computer (FMC) which is almost identical to the 737 albeit with a few subtle differences. For that reason I find it a little frustrating and have to work hard to keep myself from skipping through each lesson with gay abandon. The briefing for the sim brings in a little LOFT (Line Oriented Flight Training) exercise in which we plan to fly a flight from start to finish in real time. During the flight we aim to have a look at the various autoflight modes and the FMC differences between the 737 and 757 and work out the old habits. Simon is planned to be the pilot flying but it would appear that Boeing have pandered to young First Officer's desires to push buttons and left a majority of the panel set up to the F/O so I don't find myself too bored. The flight takes us from Gatwick to Manchester via a full Standard Instrument Departure (SID) and Standard Arrival (STAR) and completes in a full CAT IIIB autoland. Hopefully we will have a little time left over to get me some stick time and perhaps a quick look at an abnormal situation. As expected we both manage to get 90% of the pre-flight setup steps in the bag with Rod helping out with the remaining 10%. Inevitably we have the odd brain fart; even our previous Boeing experience cannot make up for the fact that we have only four hours of experience playing with the beast so far. Finally we are ready for takeoff so we 'hit the tit' (a slang for the button used to initiate the takeoff modes in the flight director and autothrottle) and clatter off into the wild blue yonder. Because of the inherent difficulties in flying a sim not designed to be hand flown we are encouraged to get the autopilot engaged quickly. This has the added bonus of freeing up the flying pilot to take instruction and participate in the lesson rather than having his attention filled by the task of flying the aircraft. Rod gives us various simulated clearances which demonstrate the neat new modes of the auto flight system such as the speed intervention mode allowing us to override the FMC speed commands if needed by simply pushing a button. Other modes and features are played with and discussed as we traverse the UK and soon we are setting up for the approach to Manchester and beginning our descent. Simon gets comfortable prior to another sim detail Rod helps us out as we try to navigate the various different panels and set up the navigational aids, bugs and systems needed to make a successful autoland. The next task is to get our heads around the flap schedule which we are both finding a little strange in comparison to our old canned speed system which we knew verbatim from the 737. As we configure we are vectored to the ILS and in turn the autopilots are all engaged. In no time at all we are on final approach with 85 tonnes of simulated metal, flesh and bones doing 150 mph completely under the control of three computers all the way to the end of the landing roll. The 737 was capable of autoland but we were required to make a landing decision at 50 feet. The 757 however is a much more sophisticated aircraft and is cleared for Cat 3B rather than the 737's CAT 3A. The 757 not only flies the approach and landing automatically but also steers the aircraft using the rudder and nose wheel steering all the way down the runway until the aircraft has come to a halt. The only positive input the pilots are required to make is to deploy the thrust reversers. I have to say that as a pilot who three years ago was flying an ancient turboprop that kind of automation takes some getting used to. As the aircraft rolls to a halt at the end of a successful autoland we have some time left and as expected control is passed to me to complete a normal take off and then a vectored circuit to another autoland. As we get airborne Rod decides to introduce the first piece of abnormal experience and the aircraft responds to his input with a friendly but firm chirp alerting us to the generator drive warning light on the overhead and the accompanying message on the EICAS (Engine Instrument and Crew Alerting System pronounced Eye-Cas) screen in the centre of the panel. As I am flying Simon pulls out the Quick Reference Handbook (QRH) and as a crew we check and confirm each part of the checklist and secure the rogue generator. As the end of our sim looms and our emergency dealt with we are vectored to another autoland and then it is time to vacate the sim and allow the next crew to get in. It's amazing how time flies when you're enjoying yourself. Day 11 - 11th December Things seem to have moved on in leaps and bounds over the last few days. We seem to have successfully worked through three distinct phases of our transition to the new aircraft. The first few days we spent in the sim comparing the 757 to the 737 primarily due to its inherent similarities. The next few days, in my opinion the worst, we began realising that we really are in a new and entirely different aircraft and need to adjust our operation accordingly. Finally as we enter the last few days of the ground-school instruction we have become accustomed to the new layout and procedures and are starting to make things really happen. The CBT really is the dullest part of this course but unfortunately something that we simply must work through. The interactivity of the system and the joviality of our little group (myself, Simon and instructor Rod) seems to have staved off the inevitable disinterest and kept the learning going in the most part anyway. The main problem has been the similarity to the 737 ironically. We already know how a majority of the core systems work, a case in point being the FMC and EFIS systems. As a result of this familiarity we are finding ourselves tempted into flicking through the sections and trying to pick out the differences as we skim read. The danger of this is that you miss a key piece of information and embarrass yourself in the exam over something you have obviously overlooked. Rod thankfully flew both the 737 and 757 himself and is helping us marry the two types nicely while pointing out the real gotchas. The fixed base sim on the other hand is far more exciting despite its quite common temper tantrums. While BA are obviously keen on investing in this very useful training aid unfortunately their 'development' (for development read tinkering) does cause some very interesting errors such as the yokes turning in opposite directions on rotation and the like. Faults aside the FBS is allowing us to become familiar not just with the layout and operation of the new beast but also allowing us to play with systems and as a result add at least some finesse to our overall operation prior to learning to actually fly the aircraft in the level D sim. The touch screen instructor station in the FBS which is used to raise the students blood pressure a little Over the last few days Rod has fed us more and more complex failures to see how both the aircraft and its crew deal with the intricacies of each failure and emergency. As we move through the syllabus we encounter engine fires, hydraulic failures, electrical 'glitches' which turn out to be more than just 'glitches' and so on. Our ability to efficiently use the QRH is coming on leaps and bounds and our grasp of the design philosophy is slowly becoming evident. All told the FBS has helped us immensely and with one more session to go before we hit the level D sim I feel confident that we won't look too silly as we strap in and learn how to fly the 757 for real. Day 13 - 13th December Why is it all exams seem to happen on the 13th of the month? Not terribly lucky usually but heh ho we can't win them all. Simon and I had finished the CBT by yesterday and were all revved up for the exam. After Instructor Rod gave us a few hours of sample questions we felt that we were ready for the exam and elected to take it a day early...today! The first part of the day was a few last minute questions from Rod before we were issued with our exam papers and it was time to get down to the grind. The exam contains 120 multiple choice questions to be completed in two hours. 60 of the questions are of a technical nature relating to the systems on the aircraft. The remaining 60 are split between performance, FMC, auto-flight, EFIS and the dreaded recall items. The pass mark is 75% which in itself is high but then comes the sucker punch, you must also get 75% in each section which makes it much more difficult when some sections have less than 10 questions leaving very little room for error. Against all the odds we waded through the obvious and not so obvious questions and then retired to the coffee room for a rather nervous cup of tea (terribly British). About 30 minutes later Rod called us back to put us out of our misery; we had both passed well above the pass mark. All that remained was to debrief the questions that we got wrong and then wait for our final fixed base sim slot. During the debrief I have to say I was surprised how many of the FMC / auto-flight questions we had both been unsure of. On discussion it was clear we were guilty of a common aviation problem known as 'reversion to type'. Reversion to type is a phenomenon which usually occurs in high stress situations such as emergencies or, in this case, exams. Put simply your brain reverts to something it knows and you take that option. For example, for those that drive how many times have you been seconds from a possible accident and gone for the horn only to find it's moved! Your brain needs to honk the horn and chances are the place that you went for the horn is where it was on a previous vehicle. In the same respect Simon and I had put answers that were perfectly correct for the B737 but incorrect for the B757. Not to worry we both correctly identified where we had gone wrong and I am fairly sure we'll remember from here on in. The fixed base was not available till later today so we had a few hours to kill which we did drinking tea in the crew room and gassing to any poor BA pilots that were unfortunate enough to encounter us, sorry guys! 5:00 PM rolled around eventually and after a quick debrief from the departing El Al crew about the sims repair status we were in and doing our thing. Today was my sector from Manchester to London Gatwick with a diversion after the first approach to Gatwick. Rod had planned to get the last of the items out of the way which included a cabin depressurisation and subsequent emergency descent and a cargo fire amongst other things. We briefed about what each of our roles would be prior to entering the sim and this thankfully was very similar to the 737 but as we have found already today you can be led up the garden path with old knowledge so a thorough brief was a good idea. I was amazed at the now quite fluid cockpit setup routine we had adopted with both of us feeling much more comfortable in the pointy end of our new toy. We were no longer umming and ahhing at each stage. Our motions were deliberate but fluid and comfortable. Everything was setup and we were airborne in record time just goes to show that practice makes perfect. As discussed we had a myriad of little snags in the climb such as window heat failures and generator failures eventually culminating in the main events. As is now the case in most emergencies the cargo fire really is a non-event. Yes you get bells and lights but there is no immediate danger. We ran the checklist slowly to ensure we get it right and the fire was soon dealt with but no sooner we had the red lights extinguished and the checklists stowed and we were faced with yet another RED EICAS message regarding the cabin alt. Cabin altitude problems are one of the few things that do require some fairly quick actions mainly to allow the flight crew to get on to oxygen. The time of useful consciousness at 36,000 feet is measured in seconds so we need to be pretty swift to ensure the safety of the aircraft. Once we are on oxygen we can then deal with the rest of the problem, firstly ensuring the supply of oxygen to the rest of those on the flight by deploying the passenger oxygen even though it should have automatically deployed, then beginning our descent. It is a common misconception that there is a magic system that will give limitless oxygen to all on board but that is not the case. Passenger oxygen lasts about 12 minutes so we need to be down to a breathable atmosphere quickly which is one thing Boeing aircraft do very well. The drill calls for an emergency descent which is done at Vmo/Mmo (maximum speed), the drag from the airframe plus the added drag from the spoilers generally means we can peg the vertical speed indicator at 6000 feet / minute and keep it there. Put simply we can go from 36,000 feet down to 10,000 feet in a little over four minutes which means you guys down the back still have plenty of oxygen if you need it. The down side to the fixed base sim is that we get no motion but just looking at the instruments we both know that this is going to be pretty exciting in the full motion sim. A reminder of what is yet to come, the B737-400 sim situated in the same sim hall as the 757 fixed base sim The remaining flight to Gatwick is uneventful, Rod having reset all the faults. We set up to shoot the approach and due to the sim having a 'senior moment' inadvertently end up doing a Cat 3a approach as one of the autopilots will not engage. The approach is still perfectly fine thanks to the redundancy of having three autopilots but we end up being told to go around which we do still somewhat tickled by the fact that the autopilot will even go around for us, isn't technology wonderful. ATC then tell us Gatwick is closed and we must divert to Stansted. With me in control of the aircraft and being at fairly low altitude it becomes Simon's job to set up the FMC for the approach while I monitor the aircraft and keep my beady eyes peeled although that is a moot point in a sim with no visuals. We eventually manage to get the route into the FMC and fly the LOREL arrival to Stansted on to a landing on runway 23. As the autopilot and auto brakes bring us to a screeching halt our time is pretty much up in the FBS and all that remains is to shut down and turn the lights out on our way out. In two days time we have to do it all again but in the full flight sim. Kris Heslop boxjockey99@hotmail.com -
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