Delta 767-300ER Operations

[coa787]

Hello all. I am currently in the process of creating a checklist for the Level-D 767 in flight simulator and I was wondering if Delta Airlines has an "After Landing" checklist for the 757/767 that pilots review after they roll off the runway and are taxiing to the gate. And also, what is the takeoff procedure that Delta uses for the 767-300ER? In other words, when do you set climb power?, when do you start flap retraction?, what is the acceleration height?...etc. Does it depend on the SID that you are using, do certain countries and airlines have standard departure profiles, or do the pilots just fly according to the manufacturer specifications for the aircraft? Thanks in advance.

[ZachH]

I cant help you out there but good luck, Maybe some other members could help out and we could gather info for CRJ'S, ATR, 737'S, 757'S, 767'S- ETC. Could be very helpful for sim rides. Anybody know of any good website for this info ?

[coa787]

Yeah, I was kind of hoping that Doug Taylor, staplegun, FlyingSig, or anyone else that flies the 763ER could help, but thanks anyway.

[B767Driver]

coa787, most airlines consider this privileged information and you will probably have trouble gleaning the information in a public forum...especially without any type of background information and limited knowledge of what you plan to do with the information.

Airlines compete in a free market and they don't look kindly on their employees giving out parts of their business to someone who might be a competitor. If you are preparing checklists for a 767-300 level D simulator...I assume you are working with some type of carrier. These checklists should be developed in conjunction with the FAA, Boeing and your company's liason and the published advisory circulars.

[coa787]

I don't work for a carrier. I am only 17! I just wanted to make my flights in flight simulator more realistic since I fly the 767 for Delta in the game. ( I failed to mention that it's not a '767 level-d simulator', it's Microsoft Flight Simulator 2004 and 'Level-D' is just the name of the software product, the 767-300ER, that the Flight 1 Simulation company produced as an add-on aircraft to FS2004 ).

[Doug Taylor]

Sorry man! I already walk the tightrope as it is and if I start divulging information like that in the internet, I might slip and fall over into the abyss.

Sorry man! I already walk the tightrope as it is and if I start divulging mass amounts of information like that on the internet, I might slip and fall over into the abyss.

But what I can answer:

In other words, when do you set climb power?

99.999% of airlines set climb power around 1000.

when do you start flap retraction?

Flaps "X" manuevering speed more or less. Everything depends on your weight and performance. There's no set number.

what is the acceleration height?...etc. Does it depend on the SID that you are using, do certain countries and airlines have standard departure profiles, or do the pilots just fly according to the manufacturer specifications for the aircraft?

Most of the above!

[coa787]

Ok, I guess I'll just have to wait until I become a REAL airline pilot, and I will. Thanks anyway.

[Duck_Twacy]

Does the Level-D 767 not come with a manual and checklists? I have the PMDG 737NG and I think I killed a dozen trees printing off all the stuff for that, and it's just a computer game...

[charlie1017]

Have you tried www.smartcockpit.com ?

Tons of good info on real world procedures for many airplanes.

[Doug Taylor]

Originally Posted by coa787

Ok, I guess I'll just have to wait until I become a REAL airline pilot, and I will. Thanks anyway.

Nah, it's nothing personal, but airlines are chock full of proprietary information that they'd love to use to whack you in the knees with if they knew you gave out.

Additionally, well, too much sensitive information get indexed on the internet and once the search engines grab hold of the data, it's hard to control who's hands it ends up in.

A lot of us have a little post-9/11 paranoia where we'll be more than happy to answer questions, but a lot of us respect a certain threshold of when too much information can be too much. I caught A LOT of slack six years ago for information on the site.

Some stuff I'll talk about, other stuff I'd really rather not. Nothing personal, brotha!

[Cptnchia]

Originally Posted by Doug Taylor

Some stuff I'll talk about, other stuff I'd really rather not. Nothing personal, brotha!

Of course, most ER pilots don't fly that much so they tend to forget that kind of information. What do you get three, four legs a month? Slacker!

[Doug Taylor]

I worked 12 days, flew 8 flights and only had two landings!

But I did go to a six-month recurrent, domestic fanboy!

[AUAeropilot]

Originally Posted by Doug Taylor

But I did go to a six-month recurrent, domestic fanboy!

Speaking of that, I wanted to thank you again for the opportunity to ride along. It was great getting to meet you and even better when the instructor asked if I wanted to sit in with you guys. I appreciate yourself and the captain being so hospitable and making me feel so welcome.

Thanks again and the offer stands next time you're in town. Stop by the office and I'll let you see face to face alot of the guys that make the pilot's life tough with procedural type stuff.

[Doug Taylor]

Willdo!

Actually, I'm certainly going to come a little earlier next time so I can take a peek at what you guys do in the office. Might even drop a pointer or two!

I had told Kristie that you sat in during the second half of the simulator period and how the pressure was on! I figure if I had borked the single-engine diversion and landing in Shannon, it'd have been on the internet before I even got to the de-briefing room!

It was a pleasure meeting ya!

[AUAeropilot]

Yeah, I guess you did alright for a Mad Dog guy. It was really interesting to get to see everything. Typically when in the sim for an eval. we just start at the runway and go. It was neat getting to see and feel pushback, taxi, taxi in and all that stuff. Not bad on the divert either, listening to the instructor's comments made it sound like you were doing one heck of a job with everything. It was also interesting to see how the diversion actually works with turning off the track, descending, and hauling it back to Shannon. Nice firm landing with a pretty good crosswind really impressed me.

Kudos to the capt. as well for that 360 on the turn pad by the runway. And I noticed the nice little jab you gave him about the NYC guys being able to do it.

Again, nice to meet ya and I'd love to show you around up here.

[CcrlR737AMT]

You can try some flightsimming websites or this one about the 767 that someone made http://www.767.org.uk/sops/index.html

Check the flightsim sites, I know they may have some from other airlines. I hope you get to be a pilot someady or a sim instructor.

[coa787]

Thanks guys for the links, I'll check out those sites later.

Doug, I know what you mean. When I was flying this past summer, I was invited up to the flightdeck by the captain of a 737-500 on COA425 KEWR-KCLE, and when I asked him if I could ride in the flightdeck during the flight, he said that I couldn't. He said that back in the "old days", things like being in the flightdeck during flight were common. When I asked him that if by the "old days", he meant before 9/11, he said yes.

....And Duck Twacy, the Level-D 767 does have a manual that provides general info on the 767, and yes, there is also a checklist that you can print out to use just as you would with the PMDG 737. The manual also includes a section where they describe a flight and go through the procedures and such.

I also have the PMDG 737 ( -800,-900 ) and the PMDG 747-400 Queen of the Skies and they are GREAT products for use in Microsoft Flight Simulator. I would have to say that the Level-D 767 and the PMDG 747-400 are definitely the best for FS2004 because of the realism and good documentation. However, unlike the Level-D 767, the PMDG 747-400 has a separate FMC manual with its regualar manual, both of which are about 60 pages long. A lot of information, but it's very general due to the fact that airlines don't like to give out such sensitive information because of things like 9/11 and such.

[rjmore]

Originally Posted by Doug Taylor

I worked 12 days, flew 8 flights and only had two landings!

But I did go to a six-month recurrent, domestic fanboy!

You got TWO landings!?!? You are working wayyyy too hard my friend. Right now I'm on the "I don't need one until January but I see you need one in the next two weeks. I'm making coffee, anyone want some?" program.

[coa787]

Originally Posted by AUAeropilot

It was also interesting to see how the diversion actually works with turning off the track, descending, and hauling it back to Shannon.

Don't you have to descend first, usually below the track levels (FL280, FL290), then turn away from the track, to avoid crossing other tracks and potentially hitting other aircraft?

[AUAeropilot]

Originally Posted by coa787

Don't you have to descend first, usually below the track levels (FL280, FL290), then turn away from the track, to avoid crossing other tracks and potentially hitting other aircraft?

I will defintely defer that question to the experts on the boards here. I'm sure my jaw was practically on the floor watching from the observer's seat, so I don't exactly remember the order of the procedure, but I definitely tried to absorb what I could.

I was too busy wondering when the instructor would speed up the simulation rate and give them a ground speed of about 3000 kts. It was kinda neat watching the world go by below you hauling butt at about FL230.

Interesting perspective and sorry I couldn't be of more help about the actual procedure they followed. I just remember that darned relief pilot that decided to take a lav break on the way back up front, and then kinda flew through and muttered the diversion clearance while Doug and the capt were running checklists. That guy really needs to work on his communication skills.

By the way Doug, sorry you had to hang out with all us Auburn folks in the sim. Hope we didn't get to ya too bad.

[Screaming_Emu]

Originally Posted by Doug Taylor

I worked 12 days, flew 8 flights and only had two landings!

Whoa, next time you're in town let me know. I've been in training with widget connection down here for the last couple weeks.

[coa787]

Originally Posted by AUAeropilot

Interesting perspective and sorry I couldn't be of more help about the actual procedure they followed.

It's no problem. I just don't think that the pilots would be risky enough to cross other tracks that are being used by other aircraft, even if it's just a sim exercise.

[staplegun]

Originally Posted by coa787

Don't you have to descend first, usually below the track levels (FL280, FL290), then turn away from the track, to avoid crossing other tracks and potentially hitting other aircraft?

The tracks all flow one way, and the altitudes are stacked 1000' apart, so you can see that descending first wouldn't be a good idea. The procedure is to turn 90 degrees from the track course in the direction closest to divert and offset equidistant between yours and the next track, then turn 90 degrees in the direction of divert, then descend!


That gets you between the tracks and heading parallel to them before descending...


Kevin

[Cptnchia]

Originally Posted by Doug Taylor

I worked 12 days, flew 8 flights and only had two landings!

But I did go to a six-month recurrent, domestic fanboy!

And here I thought that 13 leg 4 day with 7 legs the first day was hard! It was supposed to be a new hire's IOE, but the LCA called in sick so I had to actually do some work.

[coa787]

Thanks for clearing that up, Kevin. What I said earlier was just what I had heard from an American Airlines pilot. He also flies the 767-300ER.