767 Tidbits =========== All these small details are all included in the FDEs. Did you know: - the 767 GE engines are mounted 6 inches further forward than the Rolls Royce or Pratt and Witney engines? - Did you know the engine fan sizes, diameters, bypass ratios and number of stages are different amoung the 767 engine types? - Did you know the nose gear and main landing gear tires are different sizes? - Did you know the 767-400 has larger diameter wheels and tires, has different main landing gear, sits higher off the ground? - Did you know max rated N1 speeds is different for each engine type used on the 767? - Did you know the 767 is more sensitive to pitch than the 757? - Did you know that at maximum payload, the 767-300R/ER's range is some 3000 nms less than a standard 767-300ER? - Did you know that even with 1 engine out, the 767-300ER will still be able to manage a reduced climb at 230 - 250 knots IAS? - Did you know the autopilot roll rate in a 767 is only about 1 - 2 degrees per second? - Did you know that thrust reversers are very ineffective? 80% of the stopping power actually comes from the wheel brakes. - Did you know that in a 767 with CF6-80A engines, when the engines are shut down, externally you often hear the GPU or APU providing power to your aircraft. - Do you know what a 767 really SOUNDs like? On engine start, internally you hear the rumble of the engine, but very little scream due to the sound dampening of the airframe. Externally, you will hear the fans start to spin, then you'd hear the injectors, and eventual combustion as the engine starts. At different dampening levels for internally vs. externally, 20 - 24%N1 N1, internally you hear almost nothing, but low rumble. You hear the aluminum flexing, plastic bins rattling, and bumps and thumps from the pavement sections and runway lights -- you should be able to hear and feel these low frequency vibrations (make sure you use a subwoofer). As you thrust up to about 30 - 40% N1, you begin to hear a "sheering' noise as the engine whines, at 40 - 60%N1, you begine to hear a "shuuuuwaaaaaaa" wispy sound as the engines gather strength. By 60 - 66%N1, you hear the SHUUWAAA become lowered as your aircraft slowly begins to creep forward gathering speed. The shift from 66%N1 to 80 - 88%N1 is quite dramatic, the engine spooling quickly, the sound changing to a deep GRIINNNDDDDDD as those large fans spin and produce both thrust and electical power. As you thunder down the runway, you hear more pavement sounds, thumping internally, loud banging from runway sections and runway lights. The aluminium is really flexing now as this aircraft's engines, which were completely cold only 10 minutes ago, are now giving you all they've got. You start to hear the packs' hiss grow louder during pressurization. By 100%N1 or higher, the full power of the engines is GRIINNNDDDING at you now, externally, you can hear the loud SHUUAAAH and GRINDING give way to a deep rumbling from full on thrust and combustion. You should feel the FULL POWER of this aircraft, feeling frailty of the human body, feeling that this much mass would be very difficult, if not almost impossible to stop, if there was an emergency or rejected takoff. The banging and rattling reach a high level until you are off the ground. although With the engines now GRINDING, you feel the air is smooth as silk. As you level off to cruise, you hear more of the packs than of the engines -- remember they are more than 60 ft behind you, sound dampened by the rest of the fuselage. As you reach your cruising altitude, You hear the pack presurization increase as you increase speed and altitude, beging steady as you level off. On decent, you hear nothing but the packs as engine thrust is reduced, the autopilot or yourself holding the thottles back to reduce speed. On landing, you heard the reverse of sounds as you approach the runway. Particularly, you should hear the SHUUUWWAAHHHH often here as the autopilot or throttles spool the engines faster or slower. This is a very noticable trait as you can feel the winds and pressure shifting, and the engines adjusting. As you deploy the flaps, from the flight compartment, you should be able to hear the flaps "click CLACK" into the bauks. You will hear a low-frequency runble, ver faint, as the air now rushes over the deployed flaps. This continues as you go through the flap angles. As the gear comes down, you hear hte gear level click, then suddenly the rush of air. It feels and sounds like a part has just fallen off the airplane as the nose gear opens. In the flight compartment, your feet actually get COLD from the outside air. On touchdown, as the main gear strike the ground, you should hear some noise but faint (unless you land REALLY REALLY HARD_. You can feel the vibration and hear the sounds. Not wheels touching down or screeching, but rumbling and vibrations resonating throughout the airframe. Now you hear the autospoiler WHIIRRRR and deploy. You engage reversse thrust and hear them roar. Externally, you don't hear flaps deploying, spoiler mechanism or really rubber touching down. Internally you would hear the THUMP RUMBLE of the gear, externally if your REALLY REALLY (read dangrously and not reasonably close) you would hear tires screeching. As you slow, finally the nose gear comes down and VIOLENTLY strike the runway. This should feel and sound so violent, it should feel to you like the strut is about to push its way right up into the fuselage, boucing, crushing, ripping it's way upwards into the air frame. You should hear the runway bumps really THUMP THUMP THUMPING now as you hear the pitch of the turning wheels begin to slow. You turn off onto the taxiway. These are what the real things sound like from the pilot's perspective and on the tarmac. ;)