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Found 16 results

  1. /images/notams/notams22/blue1121.jpgIn the past few days Blue Bird Simulations has been showcasing their progress on their latest project, the BlueBird 757. Shown is the landing gear, engines and VC. Source
  2. /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
  3. /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
  4. /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
  5. /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
  6. /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
  7. Hello, I was just wondering why no developer has yet come out with a study level Boeing 757 or a 767. All of the ones I have seen are definitely not the highest quality. PMDG has done 737s,747s, and 777s, Qualitywings has the 787, but the 757 has seemed to have been left out, realistically speaking. I have the Qualitywings version of the 757, but it is very limited as to what it can do. Does anyone know of a developer of a very high quality 757/767 with similar detail to the PMDG 737? Thanks! Shawn Forry
  8. /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
  9. /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
  10. /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/
  11. 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
  12. Confessions Of A 757 Trainee - Full Flight Sim Phase By Kris Heslop (31 March 2006) Day 14 - 16th December The day is upon us, we finally get to learn to fly the 757 properly. The fixed base sim was great for reinforcing our newly gained systems knowledge but you cannot really get to grips with the aircraft without all the visual and sensory cues which a level D full motion sim provides. Unfortunately BA flight training had our first sim slot scheduled for 0600 in the morning which is a little early for me but these things are sent to try us. On the up side our new instructor, Terry Martin, is as fond of early starts as we are and so we arranged to brief the night before allowing us a little more time in bed this morning. We are scheduled for the number 1 757 sim at Cranebank which is somewhat older than we are used to being of 1982 vintage according to the commissioning plaque on the wall outside the sim hall. As a result of its age it is fitted with a limited visual system consisting of overhead TV type displays which reflect off special mirrors pointing into the cockpit windows. As with all sims the flight deck is perfectly recreated even down to the jump-seat behind the first officer's seat and the seating is as it would be in the aircraft. As an added bonus we have also found that our first 757 airframe is the same model as the ones purchased by BA (a 757-236) and as a result the flight deck is 99.9% identical to that of our real aircraft (G-LSAA). Terry spends the first few minutes of the slot explaining all the emergency exits and then all the myriad of lighting controls which allow us to get the mood lighting just right. Once we are properly lit, it's lights, cameras and action as we begin our pre-flight checks and I am nominated as the first guinea pig to take on the sim. We set up the FMC and do all our panel scans while Terry sets the aircraft to the correct version and sets our position to London Gatwick. In no time we are ready for engine start and we hear the rumble of the RB211's winding up. A quick start abnormality is thrown into the mix for one of the starts which we quickly deal with and find out how devious Terry can be. He had pulled the left ignitor circuit breaker while we were starting the first engine which meant we got no ignition when we tried to start the left engine. We recover quickly and once started and the ground crew have disconnected we are off and taxiing to the end of the runway. Here is the first challenge albeit mainly for Simon as I am not yet permitted to taxi the aircraft despite my having a tiller. The 737 flight deck sits about 4 feet ahead of the nose wheel which means you have to use a little skill to place the aircraft where you want it. The 757 amplifies this as we sit a whole 12 feet ahead of the nose wheel. Put simply, we need to have our seats out over the grass before we turn to line up on the runway which is distinctly odd. The sim makes this difficult as we don't have a panoramic view out of the windows so I have to guide Simon in right hand turns. Pushing the EPR button allows the auto-throttle to wind up the engines to the de-rated take-off power and we thunder off down the runway, the sim even bumping loudly as we hit the odd runway light. The acceleration effect is convincing as we swiftly reach V1 and then Vrotate. The sim mimics the acceleration by tilting backwards by about 10 degrees which therefore uses your body weight to push you back in your seat, a clever illusion which works really well. The added feel and cues allow me to smoothly rotate to the correct 15 degree nose up attitude and from there on the sim becomes almost identical to the fixed base sim with the obvious exception of the movement sensation. We run through some upper air work including accelerating to the barber pole then decelerating back to minimum clean speed, stalls and finally steep turns all of which go with no real drama other than making you realise how much you loose that once polished instrument scan when you fly a modern jet. It soon comes back though and by the end of the instrument work I have got my act together. Terry vectors us back to Gatwick for an autoland to demonstrate how the aircraft lands and thus give us a guide as to how we should do it. This mainly focuses on when we flare and when to chop the power. Terry rightly points out that this is much more an aircraft you fly by number whereas the 737 is one you feel for. We reposition on the runway for a standard takeoff and fly a vectored approach back to the same runway but this time the autopilot is not doing the work, I am! With the benefit of the flight directors I manage to get us onto the ILS and fly the approach, which feels very similar to the 737. It isn't until the latter stage of the approach you start to feel the differences mainly caused by the additional momentum; after all the 757 is almost twice the weight of a 737-300. As instructed I use the audio call outs as my cues, at 30 feet I pause then flare a couple of degrees then at 20 feet slowly feed the power off. They say any landing you walk away from is a good one, an excellent landing is one after which you can use the aircraft again so I suppose it qualifies as excellent but there is definitely room for improvement. As briefed we reposition once again this time for a visual circuit. This is made difficult by the limited visual system which provides a view only to about 60 degrees off the nose but using the EFIS map screen we manage to put ourselves downwind. We configure as we go and end up a little tight on a final turn so some correction is needed to get back onto the centerline. Fully configured and stable by 500 feet we again fly by number as the aircraft calls out the heights above the ground. This time by some miracle we kiss the ground so there is something in flying the numbers after all. We finish off my stint as pilot flying with another visual circuit this time with a crosswind for good measure and while less pretty than the previous approach we do end up in the same place and surprisingy seem to glide onto the runway with less fuss than I was expecting. After a quick tea brake we dive back into the box this time with Simon at the helm. The profile remains the same and Simon thankfully makes similar mistakes to me in the early stages. In hindsight many of the control difficulties we both had initially we think is due to both of us not trimming enough. The lack of the constant clacking of the trimmer familiar in the 737 means we have no reference of how much trim we are applying or how fast it is being applied beyond our own feel through the yoke. As a result we both had rather aching arms by the end of our respective sessions. Simon's landings end up much the same as mine and in no time at all our credit for this big video game runs out and we have to get out to make room for the next crew. First impressions are that this is a fabulous aircraft with less of the foibles of the somewhat more agricultural 737. Hardly surprising since this is a big development step beyond the venerable 737. The polished way even the simulator flies is a good indicator that this is a lovely aircraft and we are going to enjoy our next few years on the fleet. Day 18 - 20th December I have missed the previous two days for the simple reason that their content was very similar to the first day of full flight sim training. We did much the same profile with the exception of getting the odd failure and the dreaded NDB approach. Today however we got our first taste of the 757 with an engine out. The day commenced, as with the previous three days, with a full pre-flight and start sequence and a little taxi practice for Simon and a little familiarisation for me as well. The sensation provided by being so far ahead of the nose wheel is very odd so the more practice we get the better. We are starting to end up on the centerline a little more but practice makes perfect. Our profile today is simple, numerous takeoffs and approaches to land or go around. Terry seems to have a liking for hammering the procedural approaches so we seem to be getting plenty of practice at procedure turns and course reversal. Simon was first to play today with my turn coming after our tea break at half time. The advantage to this is that any surprises sprung on Simon are significantly less surprising for me although I get the flip side tomorrow when we really start getting to grips with V1 cuts and single engine approaches. My session at the helm begins with engines running as there are no differences in the start sequence whether captain or first officer are flying the leg. The task is to get airborne and go straight into a low level altitude capture and at the same time accomplish the published missed approach procedure to then go outbound on the procedure to join the ILS for a raw data manual ILS. The task is complicated slightly by the fact that Terry has made the aircraft very light with only 7000 kg of payload and 8000 kg of fuel. The end result is that the speed in the climb is very difficult to control even with the engines de-rated all the way back to the maximum de-rate allowed. The combination of the light weight and grossly over powered engines means we enter the alt capture mode within a thousand feet of the ground. The flight director commands a pitch down to slacken the climb rate and capture the altitude. Here's where the other pilot comes in. The autopilot isn't clever enough to realise that all that power thundering from the engines is too much so the other pilot must quickly push the CLIMB button on the thrust management selector panel, select speed on the MCP (Master Control Panel) and then wind in the desired speed in the MCP speed window. In the mean time it is my job as pilot flying to ensure that we both capture the correct altitude and also don't over-speed the flaps in the process. This can all be a bit frantic in a normal departure but this is complicated further by a turn at 2 miles from the airfield and also the fact that Terry has found the failure menu on the instructor station and is going through a 'what does this button do' period in his life! With any structural damage to the flaps averted, the aircraft under control and the EICAS message dealt with we manage to clatter around the turn with some semblance of accuracy and are soon on our way back to the NDB at Birmingham ready to go beacon outbound for the ILS. The last few days of NDB and VOR approach practice has gotten us used to the lack of ADF pointers on the EFIS and we have become relatively proficient at tracking an NDB using the tiny needles on the RMI (Radio Magnetic Indicator) sat helpfully right behind the yoke so you need to strain to see it. Through a combination of the raw data on the RMI and the very helpful instantaneous track line provided on the EHSI (Electronic Horizontal Situation Indicator) I manage to coax us onto the correct outbound track out to the end of the outbound leg before turning back to the field and our next challenge, an ILS without the aid of the flight director or autopilot. In my time on the F27 we had very few of these fancy flight director devices and most ILS approaches were flown on the raw data but the move to a glass cockpit really does make you lazy. Those magenta lines on the EADI (Electronic Attitude Direction Indicator) really are difficult to ignore particularly when they tend to tell the truth about what you should be doing. You get used to it and once very sharp skills are turned into somewhat jaded ones. Thankfully it's all a bit like riding a bike and it soon comes rushing back. A little bit of aggressive correction to get back onto the localiser and being in the correct configuration help to set up before adding the third dimension provided by the glide slope. The start of the glide sees the nose bobbing up and down like a bride's nighty but this is purely me over controlling. This is where knowing you are in a sim really helps. The sim is a computer after all and can only process variables that it is provided with. As a result if you set the power and then hold and attitude you are guaranteed to fly your chosen flight path. In the real world there are other factors like random wind and aerodynamic issues caused by skin patches and the like but the sim provides a perfect, new airframe and a computed wind. Hey presto it all becomes a numbers game. Find the track that compensates for the wind, set the power to 1.17 EPR and the attitude around 2 degrees nose up and it rides the ILS like it's on rails despite my attempts at yoke pumping! We follow this first ILS with several other approaches including a localiser only approach and an NDB approach to circle which in a sim with visuals as old as this one is a challenge in itself. The bit I want to get to comes fairly late on in the session once we have ticked all the relevant boxes for today's session. We set up on the runway and re-brief for the impending engine failure and then begin the takeoff roll. Just past V1 the left engine winds down and I feed the appropriate amount of rudder in just as Simon calls "ROTATE". The liftoff is slower than normal but still more rapid than the 737. The flight director commands a pitch to hold a speed between V2 and V2+15 and we climb away at over 1000 feet per minute and this is with the smaller RB211-535C engines which is reassuring. The E4 variant fitted to our aircraft have an additional 2500 lbs of thrust so even at high weight we should be able to climb at a good rate if one of our donks quits. The climb to 1000 feet is uneventful and remarkably easy to control in comparison to the 737 which could be a real handful if you over controlled. The bigger, more powerful rudder of the 757 seems to make the whole affair much more civilised. At 1000 feet we enter the second phase climb, selecting V/S mode and climbing at around 200 feet/minute. The aircraft accelerates and we retract the flaps on schedule. Once clean we go to flight level change and climb to the cleared level. To say the engine failure at V1 is a non event on this aircraft would be trivialising the most unpleasant manoeuvre we have to train for. On the other hand this aircraft seems much easier to handle in that scenario which inspires me with yet more confidence in Mr. Boeing's slinkiest chariot. The 737 could be a handful in the same situation and the old F27 was simply grim so this is a very welcome change. The debrief is reassuringly swift and it would appear that both Simon and I are getting our heads around this aircraft without too many problems. Tomorrow is another early start so we decide to brief now for the next session which is the engine out training in earnest, so I guess I should hit the books and get my game face on as I'm fairly sure we'll be at max weight and as a result max thrust and as a result the pussy cat of today may well change her spots tomorrow. Day 19 - 21st December For me you haven't really got to grips with a new aircraft until you have experienced the V1 cut. In technical terms this is when an engine fails at the go / no go decision speed (V1) or for the laymen amongst us an engine quits at just the wrong time. There are various instances that can cause this ranging from a simple flame-out right up to the engine actually parting company with its related wing and all the fun stuff that is in between. This is the most challenging manoeuvre for pilots of large aircraft purely because it is so easy to have a really bad day. As a result we train heavily for it and have invented all manner of ways to cope with it. The key problem with the V1 cut is that you are in a situation where you have used up too much runway to safely stop so must get airborne while being at a very low speed and having just lost 50% of your available thrust. We brief in great detail as the 757 has some new procedures to follow which are slightly different to the 737 ones we have grown used to. We go through the profile that covers all possible scenarios of loosing an engine at V1 and then go to the sim to put all the talk to the test. In my experience while I enjoy the challenge of this exercise I am also acutely aware that it is very easy to take big knocks to your confidence and as a result it can have a somewhat detrimental effect on your mental state. First of all we look at a high speed rejection (above 80 kt but below V1) to ease us into the sensation of the expected yaw and loss of power. As the engine flames out both Simon and I call 'STOP STOP'. Simon takes control as it is the captain who is responsible for all rejections. The swing caused by the engine failure is obviously noticeable but in comparison to my previous types it is very subtle. The F27 was a death trap in an engine failure scenario and the 737 while better in many areas could still be a handful. With the high speed rejection out of the way we know what is coming. I advance the power levers to 1.10 EPR to allow them to stabilise then hit the EPR button, here we go! As always the acceleration is brisk but then as the words 'Vee One' escape Simon's lips, BANG, then heavy vibrations the EICAS screen lights up showing low oil pressure on the number 2 engine bit we are committed. I raise the nose slowly to 12 degrees following the flight director while applying rudder to oppose the yaw caused by the live engine. We lift off and still manage to get over 500 feet/minute climb at V2 (single engine climb speed). The aircraft is obviously in the midst of a catastrophic failure as it vibrates, pops and bangs its way into the sky. At 400 feet I call for Heading Select and ask Simon to restate the emergency. He confirms the right engine has failed and checks the EICAS to diagnose the problem. It would appear our simulated steed has had a turbine seizure causing the fan at the front of the engine to stop turning completely. The EGT on the engine is very high so I ask for the 'Engine Fire, Severe damage or separation checklist' memory items. Simon runs through the memory items and secures the rouge engine but the vibration and yaw is still severe. Surprisingly even with all this going on I have managed to focus on the flying and kept us bang on the runway centerline, a considerable accomplishment with all the excitement of the N1 seizure. With the memory items complete we set about cleaning up. Passing 1000 feet I ask for 'V/S +200' on the MCP and the aircraft accelerates slowly through the flap retraction speeds. Once we have all the drag in I ask for 'Flight Level Change and Max Continuous thrust' I adjust the power to keep within the max continuous thrust limit and then engage the autopilot. With the aircraft in some semblance of order Simon can get on with the rest of the QRH actions. While there are memory items for this event that we must know verbatim that is not the end of the checklist. We must go through the QRH ensuring we have done the memory items correctly and then complete the subsequent actions to secure the various systems that have been affected. With the aircraft trimmed and at minimum safe altitude we get back to air traffic control and ask for an immediate return. Instructor Terry does his best impression of a particularly un-cooperative air traffic controller and we end up on a heading taking us away from the field. In actual fact this gives us the chance to set up for the approach and go through the EICAS messages to see if there was anything we missed. Once set up we are vectored for an ILS approach and Terry asks me to take out the auto pilot and fly the approach manually with the help of the flight director. The aircraft is very nice to handle even with one engine out. The big rudder allows me to trim out most of the force required on the pedals. The power settings dictated by Boeing work like a treat and we are soon fully established on the ILS having configured to the single engine landing configuration of gear down flap 20. We use flap 20 for one simple reason, with one engine we would struggle to go around with flap 30 without hitting the ground. Flap 20 provides much less drag and also allows a slightly higher approach speed giving us that little bit more momentum. Power changes inevitably mean I have to jiggle the rudder trim a little, the less power from the live engine the less trim I need to keep the nose centered and vice versa. Other than the flap 20 configuration the approach and landing technique are thankfully exactly the same as the 737 with the exception of the go around which is much the same as the V1 cut technique we have just done minutes before. We hit the ground in a firm manner but not bad considering it's my first go. I opt not to use reverse thrust above idle to avoid any unpleasant runway excursions that my occur with a big input of reverse on one side. The auto-brake copes well and we still stop remarkably quickly. We reset for another take off which yields an engine fire and then again to experience a simple flame out. All of these are nothing to write home about so we continue to look at the single engine approaches and the single engine go-around. We set up initially for another ILS but this time we allow the autopilot fly the approach to a go around. With the absence of the auto throttle (this is removed as part of the engine failure checklists) I have to add the power manually but the autopilot copes well leaving both Simon and I much better able to watch the situation and react to any other problems. The next ILS is the party piece of the 757, a multiple auto-pilot approach on one engine. The use of more than one autopilot allows the aircraft to control its own rudder so I can now let go completely and even better if we go around I need only push the 'Go-Around' button and add the power... now that is a big step forward! In all we each do five or six takeoffs, engine failures and single engine approaches and by the end of the session we are both grinning from ear to ear. The height of the aircraft alone makes the control of the aircraft during a V1 cut so much easier as we can see which way the yaw is going and quickly counter it with a boot full of rudder. The length of the body gives a much longer lever and so the already powerful rudder is enhanced still further allowing us to trim out all the control forces nicely and so avoid the 'knee trembler' caused by continuous pressure on the rudder pedals. The auto-pilot approaches and go-arounds are the icing on the cake and yet again I am astounded by how much I like this real 'pilots aircraft'. Day 25 - 27th December After a short break for Christmas we are back into the fray having dashed back from Yorkshire on Boxing Day evening to prepare for our regular 6:00 AM start in the sim. Both of us look and feel a little jaded following the over-eating and drinking of the festive season and it soon starts to show in our performance. Neither of us are particularly bad at what we are doing but there just seems to be a sense of apathy as we go through the motions. As we make a mediocre effort at each exercise that Terry throws at us we get more and more despondent. It seems strange that the break that we had looked forward to for so long seems to have had the opposite effect to that which we expected. In the break between our respective stick time we get a pep talk from Terry and as we suck down our caffeine rich beverage of choice we start to feel a little better. Momentarily refreshed we get back into the dark and dingy sim and try to get our minds back on the job. As the handling pilot for the second half of the session I try to get my head together but when you have only managed three hours of sleep the night before the last thing I want to be staring at is a garish magenta flight director which just serves to needle the already painful headache I seem to have developed. Perhaps the reason we are both so wound up is that this is our last session prior to our LST (License Skills Test or check-ride). We know we know how to handle the aircraft as we have demonstrated it to ourselves all the way through the previous seven sim sessions. Today however it seems to count for nothing, even with a fresh injection of caffeine we still seem to have our heads firmly wedged up our respective backsides. The profile for the sim today was in effect a mock flight test and if I had been the examiner we would have failed miserably but Terry is much more up beat. Having been instructing in simulators for over twelve years he has seen this scenario once or twice before and tells us not to be too annoyed with ourselves. He does have a valid point that a break in the training of three days normally would make little difference to our performance but the fact that we both were heavily involved in family events meant we hadn't used the time to rest and indeed had probably run ourselves down rather than charging our batteries as we had intended. We both come away with a resolve to be well rested for tomorrow's actual test flight and with that we run away bravely for a much needed afternoon snooze. Day 26 - 28th December Having said our goodbye's to Instructor Terry after yesterday's session we now set out to find our examiner. We soon track him down in the coffee room and make our introductions and after a quick cuppa we all retire to a free briefing room to listen intently to the brief for today's very important flight test. The LST is carried out by a Type Rating Examiner (TRE) who is licensed by the UK CAA to examine both current type rated pilots for renewals and new trainee pilots like myself and Simon. Ray will be sitting in the back pushing the buttons and generally making sure we have a really bad day in terms of aircraft reliability. He briefs that this is not a 'chop ride' and that there are no tricks, everyone wants us to pass in the end and we wouldn't be here if we weren't infinitely capable of flying the aircraft. Ray seems very down to earth and as a line pilot for a large UK charter company we get the impression that he is very much a realist, a welcome change to the trappers who used to be rampant in the aviation industry. Simon and I are given a route and load sheet and are asked to brief for the flight to save a little time in the box. Simon is to go first so he briefs his departure via the Honily 1R from Manchester. Ray tells us that there will be an event which will require us to return and once we have dealt with the problem and landed safely we can launch into the main test items, i.e. the single engine work. The purpose of this normal departure is that examiners must observe our CRM (Crew /Cockpit Resource Management). Gone are the olden days of authoritarian Captains stamping on downtrodden First Officers. Crews now must work together efficiently and demonstrate their ability to work as a team in order to pass even before things start to go wrong. The fault we get is a left hydraulic system and as expected, once we have secured the problem we opt to return to Manchester to get the problem fixed. We fly a normal ILS approach and land normally. Positive noises are heard from behind us as Ray repositions us for the single engine work. We slowly work through the V1 cut, single engine ILS to go around and finally the single engine ILS to land. A further reposition leads into a non-precision approach and unlucky for Simon, Ray opts to give him an NDB approach. While the NDB approach is not difficult per say, it does present certain problems most notably due to the lack of NDB pointers on the EFIS screens. As a result we must use the very small RMI needles helpfully positioned right behind the yoke handles! In all Simon's session has already taken a good 2 hours and 20 minutes when Ray drops his next bombshell but this time it's my turn to get the surprise. Simon has just had a heart attack and it's now up to me to get the aircraft on the ground safely. This is an exercise I normally love perhaps because I always enjoyed the single pilot flying of my earlier career but today I have caught unawares. I make a safe approach but I have to say I am still kicking myself for making such a dogs dinner of it. I left the spoilers out too long, I was un-stabilised and it was generally untidy but having said that it was legal and safe and for the purposes of test that is all that matters, perhaps now I might be a little more on the ball. After a swift coffee break it's my turn to get a beating by Ray. We launch into the same normal take off scenario but this time we get a 'trailing edge flap asymmetry' warning. This is dealt with well and we opt to return, after all going all the way to Palma at flap 5 limiting speed would take an awfully long time not to mention more fuel than we have aboard. We discuss the errors I made which amount to the fact that I didn't tell the cabin crew anything and then move on to the single engine items. The V1 cut goes without incident as does the single engine ILS to go-around and subsequent single engine landing. My spirits are lifted by the fairly good single engine performance and then further still when Ray opts to give me a VOR approach instead of the more challenging NDB approach that he had dealt Simon. The VOR approach went without too many problems although in my own mind I thought my vertical profile could have been handled better. Ray had adjusted the weather to make the landing slightly more challenging but even with limited visibility and a failed radio altimeter I still managed to pull off a nice landing. We repositioned for another takeoff to which we were expecting to do go off and do some steep turns so I was somewhat less prepared when an engine failed as we levelled at 3000 feet. Ray reported that the simulated engineers had told ATC that the engine had done the same before and that a relight was a good option, in other words his chosen final test item was an in-flight engine start. Simon, as pilot not flying (PNF) ran through the checklist for the engine start and the engine did indeed come back allowing us to complete the steep turns before returning for a final ILS but this time on raw data without the aid of the autopilot or flight director. Thankfully this aircraft seems to run on rails and an ILS is simply a matter of setting the attitude and power and then resisting the temptation to play with it further. A very relieved pair of QUALIFIED 757 drivers - off to the bar! After five hours in the box both of us must have looked like death and we certainly felt it as we gathered our things and wobbled our way out of the sim hall to the coffee room. As we both settled down to out tea and coffee Ray uttered the magic words 'You've both passed' and the whole ordeal was over. A few of minor debrief points needed to be discussed before we left and despite the late hour (almost 1:00 AM) Simon and I were both very ready to visit the hotel bar for a congratulatory drink. Day 27 - 29th December: Low Visibility Procedures Today is, in comparison to yesterday, an easy ride. The day starts with a long but necessary session of ground school to bring us up to date with the latest information regarding low visibility procedures and most importantly outlining the new procedures required for Cat 3B operations, Simon and I having only been qualified for Cat 3A on the 737. The big difference between the two is the decision height or in the case of Cat 3B lack there of. In Cat 3A approaches we have to have visual references by the time we reach 50 feet radio altitude. The aircraft still auto lands but we are required to be able to see the runway just in case the computer has got it wrong. The 757 has the added bonus of a third autopilot and as a result is rated to Cat 3B. Now we have no requirement to see the ground throughout the approach and landing. This is mainly because if an autopilot should fail in the last moments of the approach you still have two other autopilots that will continue to do their job and land the aircraft safely. A lot of the ground school is just refresher knowledge but it is still nice to get things fresh in your mind before getting into a new aircraft, particularly when your line training will take place in the dead of winter in one of the worst airports in the UK for inclement weather (Leeds). After the mandatory slideshow we then move on to aircraft specific procedures focusing mainly on the use of the Autoland Status Annunciator (ASA) which is a new piece of kit from our point of view. The up and down of the whole thing is that if you still have a station ident and your ASA says you can autoland (LAND 2 or LAND 3) then you can go ahead and autoland as long as you observe any minima restrictions imposed by the changes from LAND 3 to LAND 2 (CAT 3B to Cat 3A). Following this we squeeze in a briefing before a quick coffee and then into the sim for our 3 hour session. Both Simon and I were pretty clued up already on low vis approaches but it is always enlightening to see how a new aircraft deals with failures and problems in the last few moments of an approach. The 737 was fairly limited with regards to its redundancy as Boeing saw fit to only provide two systems for main systems like hydraulics and electrics. The 757 is a completely different beast with a third backup system being added to allow for even more redundancy. The sim allows us to see not only the result of an autopilot failure but what happens when we loose major aircraft systems such as hydraulics or in some cases even an engine. We both watch with a wry smile on our faces as the auto pilot not only lays off the drift during a crosswind landing but then copes with an engine failure as well and then pulls off a landing which both Simon and I would have been over the moon with. The finesse with which the autoland system works is staggering in comparison to the more agricultural 737 system which literally drops the aircraft onto the runway. Finally we look at the difference between failures above and below alert height (200 feet rad alt). Put simply 200 feet is the point at which we make our decision to land regardless of weather (assuming you have LAND 3 annunciated). Above 200 feet we would either go around or adjust our minima to make a landing at a degraded category, e.g. Cat 3B may revert to Cat 3A raising our minima to 50 feet RA to make a decision to land. Below 200 feet however, we are committed to land assuming we are both happy with the systems handling of the situation. The entire three hour session seems remarkably short following the marathon five hour session yesterday. Having said that we didn't have to do any flying today as George (the autopilot) was getting his workout today! To be concluded in Part 3... Kris Heslop boxjockey99@hotmail.com
  13. 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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