Delta virtual airlines b767.pdf

DELTA VIRTUAL AIRLINES

BOEING 767-200/300ER/400ER

OPERATING MANUAL THIRD EDITION

AUGUST 21st, 2003

Boeing 767-200/300ER/400ER Operating Manual

TABLE OF CONTENTS

Aircraft History ........................................................................................................1

Aircraft Specifications ...............................................................................................2 Dimensions and Weights.......................................................................................2 Passenger Capacity ..............................................................................................2 Performance ........................................................................................................3 Reference Speeds and Altitudes.............................................................................3

Powerplant ..............................................................................................................4 General Electric CF6-80C2 Turbofans .....................................................................4 Pratt & Whitney PW4060 Turbofans.......................................................................5

Flight Deck ..............................................................................................................6

Recommended Equipment ........................................................................................8

Fuel Consumption ....................................................................................................9

Delta Virtual Airlines Standard Operating Procedures.................................................10 Gate Departure ..................................................................................................10 Takeoff..............................................................................................................11 Climb ................................................................................................................11 Cruise ...............................................................................................................11 Approach...........................................................................................................12 Landing .............................................................................................................12 Taxi to Terminal.................................................................................................13 Securing the Aircraft...........................................................................................13

Emergency Procedures ...........................................................................................14 ATC Communications in emergency situations ......................................................14 Missed Approach ................................................................................................14 Rejected Take-off (RTO) .....................................................................................14 Single Engine Departure .....................................................................................14 Engine Failure Mid-Flight.....................................................................................15 Engine Fire ........................................................................................................15 Single Engine Landing.........................................................................................15 Total Power Loss................................................................................................15 Gear Stuck Up....................................................................................................16

Acknowledgments and Legal Stuff ...........................................................................17


Page 1

AIRCRAFT HISTORY

During the mid to late 1970s, Boeing was starting to explore replacements for its extremely successful medium-range 727 transport aircraft. Despite its unquestioned lead in jet transports, the Boeing product line had several gaps – most notably between the 727 and the 747 – and the 727 itself was getting somewhat old in the tooth. Boeing engineers originally designed two aircraft to meet their needs.

The Boeing 7X7 prototype was designed as an all-new twin-engine wide body aircraft that was larger than a 727 and smaller than the Lockheed L-1011 or McDonnell-Douglas DC-10 wide body aircraft. The 7N7 prototype was a twin-engine variant of the 727 designed for superior range and economics, and was ultimately scrapped in favor of an all-new narrow-body design. This abandoned the tail-mounted engine configuration of the 727, replaced it with powerful under-wing engines and became the Boeing 757. The 7X7, of course, became the Boeing 767.

Since the 757 and 767 were designed at the same time, both aircraft were fitted with identical cockpits, allowing pilots to be qualified on both aircraft types at the same time. In this sense, the 757 and 767 are precursors to the Airbus Industrie aircraft that followed, which took similar configurations to an entirely new level. The 757 is a transitional aircraft in another sense – it was designed in the era after the ‘steam gauges’ of the 727 and early model 747s, but before the advent of fully automated ‘fly by wire’ aircraft such as the Airbus A320 series or the Boeing 777.


Page 2

AIRCRAFT SPECIFICATIONS

Delta Air Lines does own 767-300s (non-ER 767-300s) but Boeing did not provide information on these and few accurate sources elsewhere could be found. Therefore, specifications for the 767-300 have been omitted. The Delta Virtual Airlines timetable does not denote which routes are serviced by 767-300ER aircraft.

DIMENSIONS AND WEIGHTS

767-200 767-300ER 767-400ER

Length 155 ft 0 in 176 ft 1 in 201 ft 4 in

Cabin Width 15 ft 6 in

Height 52 ft 0 in 55 ft 4 in

Wheelbase 30 ft 6 in

Wing Span 156 ft 1 in 170 ft 4 in

Maximum Take Off Weight (MTOW)

300,000 lbs 412,000 lbs 450,000 lbs

Maximum Landing Weight (MLW)

285,000 lbs 320,000 lbs 350,000 lbs

Maximum Zero Fuel Weight (MZFW)

296,000 lbs 408,000 lbs 456,000 lbs

Operating Empty Weight (OEW)

179,082 lbs 200,000 lbs 228,000 lbs

Fuel Capacity 158,268 lbs 161,800 lbs

Cargo Capacity 3,070 ft3 4,580 ft3

PASSENGER CAPACITY

767-200 767-300ER 767-400ER

Total Capacity 202 passengers 212 passengers 287 passengers

First Class 18 passengers 31 passengers

Business Class 56 passengers

Coach 188 passengers 156 passengers 256 passengers


Page 3

PERFORMANCE

767-200 767-300ER 767-400ER

2 x General Electric CF6-80C2 turbofans

57,100 lbs 62,100 lbs 63,500 lbs

2 x Pratt & Whitney PW4062 turbofans

63,300 lbs

Min. Takeoff Runway 7,500 ft

Min. Landing Runway 5,000 ft

Maximum Range 3,260 nm 6,115 nm 5,636 nm

REFERENCE SPEEDS AND ALTITUDES

767-200 767-300ER 767-400ER

Max. Airspeed (VMO) 365 KIAS

Approach Speed (VREF) Flaps 30

o 136 KIAS 143 KIAS 155 KIAS

Decision Speed1 132 KIAS 163 KIAS N/A

Rotation Speed1 142 KIAS 168 KIAS N/A

Climb Speed (V2) 148 KIAS 173 KIAS N/A

Cruising Altitude FL300 – FL410

Service Ceiling 42,000 ft

1 Takeoff V speeds are calculated using the relevant maximum weight on a 10,000 ft runway at

Sea Level. On take-off they assume flaps 5º. These speeds are appropriate for our use. Those of you in possession of 767 Pilot In Command should calculate your V speeds using the FMC.


Page 4

POWERPLANT

The Boeing 767 models operated by Delta Air Lines use one of two power plants, the General Electric CF6-80C2, or the Pratt & Whitney PW4060.

GENERAL ELECTRIC CF6-80C2 TURBOFANS

81 of the 116 767s ordered by Delta have been outfitted with various models of the CF6-80 Turbofan. The CF6 line of engines makes up most of GE’s wide body engine sales. The CF6 is found on over 1,600 aircraft worldwide, including the following major types: Airbus A300, A310 and A330, Boeing 747 and 767, McDonnell-Douglas MD-11 and DC-10.

The CF6 first entered service 30 years ago in 1971, and was initially rated at 40,000 lbs. Newer models have since been rated as high as 72,000 lbs. More CF6s have been made than any other high-bypass turbofan engine on the market.

The CF6-80C2 is the latest model of this engine available for the Boeing 767. It was first introduced in 1985, and has since received full 180-minute ETOPS clearance from the FAA and European JAA. Delta Virtual Airlines reaps the benefits of these engines’ efficiency, since they have the lowest fuel burn in their thrust class. The CF6–80C2 also offers the greatest reliability in its thrust class.


Page 5

PRATT & WHITNEY PW4060 TURBOFANS

The 94-inch-fan PW4000 engine is the first model in Pratt & Whitney's high-thrust family for large aircraft. It covers a range of 52,000 to 62,000 pounds of thrust.

Most of the airlines operating the engine depend on it to fly Extended-range Twin-engine Operations (ETOPS) routes with Boeing 767s or Airbus A310s/A300s. The PW4000 is approved for 180-minute ETOPS, which gives airlines the ability to fly across oceans or barren terrain three hours from the nearest suitable airport. In fact, the 94-inch PW4000 has completed more than 10 million ETOPS flights with 38 airlines.

Advanced, service-proven technologies, such as single-crystal super alloy materials and Full-Authority Digital Electronic Control (FADEC), contribute to the engine's superior fuel economy and reliability. Its attractiveness is further enhanced by excellent performance retention, long on-wing times and low maintenance costs. Pratt & Whitney is currently developing an improved model using advanced core technology from their other engines to meet performance requirements for future aircraft versions.


Page 6

FLIGHT DECK

The 767 flight deck was designed for two-crewmember operation, and pioneered the use of digital electronics and advanced displays. Those offer increased reliability and advanced features compared to older electro-mechanical instruments.

A fully integrated flight management computer system (FMCS) provides for automatic guidance and control of the 767 from immediately after takeoff to final approach and landing. Linking together digital processors controlling navigation, guidance and engine thrust, the flight management system ensures that the aircraft flies the most efficient route and flight profile for reduced fuel consumption, flight time and crew workload.

The precision of global positioning satellite system (GPS) navigation, automated air traffic control functions, and advanced guidance and communications features are now available as part of the new Future Air Navigation System (FANS) flight management computer.

The captain and the first officer each have a pair of electronic displays for primary flight instrumentation. The electronic attitude director indicator displays airplane attitude and autopilot guidance cues. The electronic horizontal situation indicator displays a video map of navigation aids, airports and the planned airplane route and it can display a weather-radar image over these ground features.

The 767-400ER features a glass cockpit quite similar to that of the 777. It has 6 CRT Displays, 2 for each pilot displaying the HSI and a navigation display. The remaining two are in the center of the cockpit and are used to display engine data. The Engine Indicating and Crew Alerting System (EICAS) monitors and displays engine performance and airplane system status before takeoff. It also provides caution and warning alerts to the flight crew if necessary. EICAS monitoring also aids ground crews by providing maintenance information.


Page 7

The 767 is available with a wind shear detection system that alerts flight crews and provides flight-path guidance to cope with it. Wind shear, caused by a violent downburst of air that changes speed and direction as it strikes the ground, can interfere with a normal takeoff and landing.

The 767 also has the advantage that its Type rating is the same with that of the 757, lowering training costs. The 767-400 was designed to be similar to the 777 as well as the 757.


Page 8

RECOMMENDED EQUIPMENT

Delta Virtual Airlines provides 32-bit Windows aircraft fleet installer utilities for its aircraft, as part of its Fleet Library. The Boeing 767 fleet installer contains a number of Boeing 767-200, -300ER and –400ER models created by Project OpenSky, as well as Lonnie Payne’s Boeing 757/767 panel for Flight Simulator 2002.

These aircraft models and panels are available from the Delta Virtual Airlines Fleet Library, as well as the popular flight simulation web sites http://www.flightsim.com and http://www.avsim.com/. If you find a model or panel that you believe is superior to the ones provided in the aircraft installer, please contact us and send us a copy.


Page 9

FUEL CONSUMPTION

Any trip estimations that you see in this manual are for calm winds and standard temperatures. Any deviation from standard, winds or temperature will result in different actual performance for your aircraft.

Captains ordering fuel for Delta Virtual Airlines flights should remember that more fuel equates into more drag, requiring more power. An unnecessary overabundance of fuel will only cost the company money. Fuel should be kept as close to the trip fuel required as possible.

However, it is always the pilot's responsibility to ensure that there is enough legal fuel for the flight. Any incident that was the result of miscalculating the fuel load will always be the fault and sole responsibility of that flights captain and crew. When in doubt, take more. Delta Virtual Airlines aircraft should always carry a minimum fuel load for the trip to destination and a 60 min reserve in cruise at low altitude. Pilots are to make sure that the aircraft is always operated within all design limitations.

When flying over large bodies of water, remember that in the event of pressurization problem or an engine failure that requires descent to 14,000 feet MSL for passenger comfort, the fuel burn for your aircraft will increase significantly and may leave you short of your initial destination. Plan accordingly!

First hour’s fuel consumption is approximately 15,000 lbs, based on a 250 KIAS climb below 10,000 feet MSL, cruise climb above 10,000 feet MSL at 2,000 feet/min to FL270 then 500-1000 feet/min to cruise altitude. Cruise altitude fuel consumption is approximately 12,000 lbs per hour.


Page 10

DELTA VIRTUAL AIRLINES STANDARD OPERATING PROCEDURES

These procedures are designed so that today's crews can work together effectively and safely as well as allowing some standardization of procedures for the company. By standardizing procedures the company can budget flights better financially as flights will always be the same or at least somewhat similar. These procedures are the same as those for the Boeing 757-200, because of the similarity between the jets.

For the crews, this means that the company can schedule pilots together that have never flown together before and still maintain a safe operation. For Delta Virtual Airlines, these procedures are for the benefit of the pilots using this manual. By flying using these procedures pilots will be able to make better use of the manual and also operate the aircraft in a similar fashion company wide.

GATE DEPARTURE

� Close aircraft doors 5 minutes prior to scheduled departure time.

� Announcement: “Ladies and Gentlemen, on behalf of your flight crew this is your (captain or first officer) (your name) welcoming you aboard Delta Virtual Airlines flight (flight number) with Service to (destination). We should be about (time en route) today to (destination). At this point I’d like you to direct your attention to the monitors in the aisles for an important safety briefing. Once again, thank you for flying Delta Virtual Airlines. Flight attendants prepare doors for departure, crosscheck.”

� Obtain pushback clearance.

� Strobe, beacon and navigation lights ON.

� Contact ramp and push back.

� Make sure throttle is at idle and start engines.

� Receive taxi clearance.

� Taxi lights ON as needed.

� Check controls for binding. (ailerons, rudder, and elevator)

� Release brakes and taxi to assigned runway.

� Set flaps to 5°.

� Pitot heat ON.

� Anti-Ice ON (if necessary).


Page 11

TAKEOFF

� Taxi lights OFF, landing lights ON.

� Auto-brake set to RTO.

� Once cleared for take off, advance the thrust levers to stabilize engines. Once stabilized set max thrust to 87% N1, (have set by 80 KIAS).

� Accelerate to V1. (Captain’s hand must remain on throttle until V2).

� At VR, rotate the aircraft smoothly to 10-15 degrees nose up.

� At 100 feet AGL with a positive rate of climb, select the gear up.

� Accelerate to V2 and climb out, initially at V2+10 to V2+20.

� At 1,500 feet AGL lower the nose to 10 degrees and accelerate the aircraft raising the flaps on schedule.

� Once flaps 1° selected, set climb thrust of 88% N1.

� At 3,000 feet AGL select autopilot to command. Execute after take off checklist.

� Accelerate to 250 KIAS unless cleared to climb above 10,000 feet MSL where you are legal to accelerate to an en-route climb.

� The use of the autopilot above 1,000 feet AGL is a company standard procedure; pilots are encouraged to hand fly the aircraft whenever conditions permit.

CLIMB

� Initial rate of climb: 3000ft/min at 250 KIAS to 10,000 feet MSL.

� At 10,000 feet MSL, lower nose and accelerate to cruise climb 300 KIAS or greater and climb at 1800ft/min. Landing lights OFF. Alert the cabin crew that use of approved portable electronics is now approved.

� At 18,000 feet MSL, reset altimeters to standard pressure of 29.92.

� At FL270 reduce climb rate again to 500-1000 feet/min.

� Climb to cruise altitude (FL200-370). If you adjust your climb rate to not exceed VMO, you will find that 88% N1 equates into a level .80 cruise.

CRUISE

� Set auto-throttle to cruise speed of Mach .76 to .82.

� Announce: “Ladies and Gentlemen, this is your (captain/first officer) speaking. We have reached our cruising altitude of (altitude). We’ll be about (time en route) to (destination) and should have you in on time. I’ve turned off the fasten seat belt sign but we ask that when your seated to keep you seatbelt fastened as turbulence is often unexpected. Please sit back and enjoy your flight.”

� Monitor flight progress, fuel flow, and engine operations.


Page 12

DESCENT

� Descent before 100nm may cause the aircraft to burn more fuel than is necessary, however the descent is left to the discretion of the Captain.

� Review your charts for the STAR.

� Approach briefing complete.

� Review METAR reports for your destination.

� Set altimeter for your destination at FL180.

� Throttle down to 250 KIAS below 15,000 feet MSL, 240 KIAS below 12,000 feet above MSL.

� Landing lights ON below 10,000 feet MSL.

� Confirm Seat Belt sign ON.

APPROACH

� Obtain landing clearance from ATC.

� Review your charts for the ILS/IAP.

� Set ILS approach frequency once passed last NAV-aid.

� Arm spoilers and auto brake.

� Intercept the glide slope with flaps 5°, 190 KIAS.

� Enter missed approach info into the autopilot once autopilot is on the ILS localizer and/or glide slope.

� Select Gear down once the glide slope is one dot above.

� Slow the aircraft on the glide slope to 165 KIAS (VREF+20).

� Once the airport is visual sight, select flaps 30° and have the aircraft slow to 135 KIAS for the final approach.

� Complete landing checklist before 3nm from threshold.

� Auto Land must be used when weather is below Category 1 minimums (CAT I).

LANDING

� After touchdown, select full reverse thrust and brake as desired to slow the aircraft.

� At 80 knots or when sure of stopping distance take engines out of reverse, lower spoilers, and taxi clear of the runway.

� Announcement: “On behalf of Delta Virtual Airlines and your entire flight crew, we’d like to welcome you to (your present location). The local time is (local time). We hope you’ve enjoyed your flight today with Delta Virtual and hope the next time your plans call for air travel, you’ll choose us again. Thank you for flying Delta Virtual Airlines. Flight Attends prepare Doors for arrival, Crosscheck.”


Page 13

TAXI TO TERMINAL

� Landing lights OFF.

� Taxi lights ON.

� Retract flaps.

� Autopilot OFF.

� Obtain clearance to taxi to gate/parking area.

SECURING THE AIRCRAFT

� SET parking brake.

� Taxi light OFF.

� Cut off fuel flow (CTRL-SHIFT-F1).

� Shut down the engines.

� Seat belt signs OFF.

� Once engines have stopped, navigation and strobe lights OFF.

� Generators OFF.

� Battery OFF.


Page 14

EMERGENCY PROCEDURES

ATC COMMUNICATIONS IN EMERGENCY SITUATIONS

� Decide whether situation merits the declaration of an emergency.

� If so call “Mayday, Mayday, Mayday, Delta Virtual Airlines (flight number) Heavy declaring an emergency. (State intentions)”

� Continue as instructed by procedures plus ATC if possible.

� By declaring an emergency, you will receive the right of way unless other aircraft has more serious emergency.

MISSED APPROACH

� Execute Missed Approach if at minimums with no visual reference, or if uncomfortable with the landing. Never try to salvage a landing out of a poor final approach.

� Call for Max Thrust and flaps 20°.

� Engage autopilot missed approach course.

� Once positive rate of climb attained, select gear UP.

� At 1,500 feet AGL lower nose to 10 degrees and continue with the take off procedure for cleaning the aircraft up.

REJECTED TAKE-OFF (RTO)

Note: Procedure only used if problem occurs on the ground before V1.

� Set Throttles Full Reverse Thrust (Autobrake should engage).

� Put Spoilers UP.

� Ensure Auto brake has engaged and if not engage manually.

� Call the Tower and inform you are aborting Take-off.

SINGLE ENGINE DEPARTURE

Note: For use when Engine fails after V1

� Compensate for lack of power by adding the appropriate rudder.

� Reduce climb rate to 1000 fpm as opposed to 3000 fpm.

� Reduce throttle to 75% N1.

� Return to Origin airport.


Page 15

ENGINE FAILURE MID-FLIGHT

� Cut-off fuel to Engine.

� Set Fuel Cross feed from tank on failed engine side.

� Reduce altitude to one where acceptable power setting can be established.

� Reduce cruise speed to Mach .65 or less.

� If possible continue to destination otherwise attempt to return to origin.

ENGINE FIRE

� Pull fire extinguisher handle on appropriate engine.

� Cut off fuel to appropriate engine.

� Declare emergency.

� Cross feed fuel.

� Continue to Single engine Landing procedures (see below).

SINGLE ENGINE LANDING

� Use rudder to compensate for lack of power.

� Use flaps full as opposed to 30°.

� Stay on or above the glide slope at all times.

� Set Auto-brake FULL.

� Do NOT use Thrust reversers on rollout.

� Proceed as if normal landing with the exceptions listed above.

TOTAL POWER LOSS

� Determine if possible to reach airfield, if not search for an appropriate field or clearing to land in.

� Stay on or above the glide slope at all times during approach. Once you get below it, you cannot get back up above it.

� Use full flaps for landing.

� Set Auto-Brake FULL.

� Continue as if normal landing.


Page 16

GEAR STUCK UP

� Attempt to lower gear using backup hydraulic system.

� Inform Air Traffic Control of your situation.

� Follow ATC instructions on where to land. If options given, preferences are:

1. 5000’ Smooth/flat field

2. Grass beside runway (assuming no taxiways to be crossed)

3. Runway

4. Large lake or wide river

5. Bay

6. Open Ocean

� Use full Flaps.

� Use lowest possible landing speed to minimize damage.

� Reduce landing impact to less than 200 ft per minute.

� Sound evacuation alarm on landing.


Page 17

ACKNOWLEDGMENTS AND LEGAL STUFF

Delta Virtual Airlines is not in any way affiliated with Delta Air Lines or any of its subsidiaries or partners. We are a non-profit organization catering to the Flight Simulation community. The real Delta Air Lines web site is located at http://www.delta.com/.

This manual is copyright 2001, 2002, 2003 and 2011 Geoffrey Smith, Luke Kolin and other Delta Virtual Airlines participants. The authors grant Delta Virtual Airlines unrestricted rights to modify and reproduce this content for non-commercial use.

This manual is designed for use by Delta Virtual Airlines as reference material for flight simulator pilots operating the Boeing 767-200, 767-300ER and 767-400ER aircraft.

The information in this manual has been gathered from Internet resources and from test flying the aircraft. This manual makes no claim to represent Boeing, General Electric, Pratt & Whitney, Microsoft, Delta Air Lines, Project OpenSky, Lonnie Payne or any other party involved.

There is no guarantee of the accuracy of this information. This is a reference for the virtual flying world and is not to be used for real world aviation.

This manual is freeware and is not to be included with any 'for sale' product.

Delta virtual airlines b767.pdf

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