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About CF104

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  1. Hi Al, Thanks for your reply. Hmm... according to the Flysimware website 'Contact Us' page, this is Flysimware's Official Forum. I'll try to contact then through their Contact Form. Cheers, John
  2. No-one from Flysimware has any ideas? Cheers, John
  3. Hello All, I am a new user of the MU-2 and have version 2.5 running in P3D V4 ( The one issue I have is with the red beacon which flashes inside the cockpit and cabin. I see there are a few posts regarding this but it looks like it shouldn't be happening with the latest versions of both the MU-2 and P3D. Any insight would be great. Cheers, John
  4. >Hi guys,>>Recently I keep getting the 'Fuel is at a critical level in>the selected tank...' Flight Sim message popping up whilst>using the 744 in FS9. I have plenty of fuel!>>I have deselected the 'Tool tips' box in options...am I>missing something else?! It's so annoying!!>>Cheers,>>BenHi Ben,'Tool Tips' is not your problem. Go into the Aircraft Realism settings and make sure the 'Display Flying Tips' is un-checked.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  5. >exactly a simple check. not a write off of the airplane. the>airplane CAN land above MLW in an emergency.Not exactly a simple check. They can take anywhere from 8 to 16 hours and depending on the findings, several days. Aircraft have been written off in over MLW landings that initially appeared normal. Unless the emergency is dire, it's best to dump fuel if the aircraft is equipped or burn off the fuel to get below MLW before landing.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  6. >most landings touch down at very little feet per minute>vertical rate. if it can stand the stress of a MTOW takeoff in>a crosswind (or by that measure a MTOW abort right at V1), by>golly it can stand a smooth MTOW landing. its not comparing a>CRJ to a 777, but rather design limits governed by the>applicable FAR's.Regardless of the vertical rate at touchdown an aircraft the size of the 777 or 744 requires an overweight landing check before further flight if landed above MLW. Even on the 727-200, we have to do an overweight landing check if landed above MLW. It's a two part multiple item inspection. Part 1 looks for obvious visual damage on specific items. If nothing is found then it's ok to fly. If problems are found in Part 1 then Part 2 of the inspection is carried out which is more in depth.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  7. >Thanks, but I really want something for the Freighter>version, not the passenger version.The file you need to be looking for is 02_CRUISE_PERFORMANCE_747_400_V10.pdf. Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  8. >I have the LD767-300 and I have noticed that when I land>where there is a ILS (both glideslope and localizer) I always>get an Autoland 3 after pressing the approach button. I would>like to know if in reallife you always would do an autoland>with ILS available? I mean virtually all airports where I land>the 767 has an ILS. Can I do a non autoland landing without>giving up on realism?Technically the airport you're landing at has to have the runway and ILS certified for Cat III autoland operations. Most ILS equiped runways are Cat I. Airports in locations with adverse weather conditions usually have Cat II and some have a mix of Cat II and Cat III. The only legal runways to do a Cat III autoland in Cat III conditions are those that are certified for Cat III operations. A description of Cat I, II, III:http://en.wikipedia.org/wiki/Instrument_La...#ILS_categoriesThe only way a Cat III autoland can be done on an ILS that is not Cat III is for system validation and can only be done if the conditions are Cat II or better.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  9. >Do you know a location where that van F/O came from?He came from within our operation and was based at YVR on the Caravan and is now based out of YEG on the B727.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  10. CF104


    >>> Perhaps some of you out there will think this a simple>matter, but it causing meproblems and I cant fathom out what>is wrong. I program the FMC with the required data, change>the fuel load etc. The flight plans are all entered ok, prior>to taxi I switch on the FD, when I attempt to switch on the>autothrottle, it refuses to operate. Can some one please>suggest what causes this, it is not a constant problem only on>occasions. Any fix for this would be much appreciated.B73NG or B744?If it's the NG, make sure you switch on the engine driven generators.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  11. >>The scariest I've ever been as a passenger was on a 727>Eastern Airlines shuttle coming into KDCA late at night from>KLGA. I found out after the fact ( I looked up the captain>after the flight ) that the FO had never landed on Runway>04/22 (4900') at DCA. Since the weather was severe VFR with>calm winds the captain allowed the FO to try RW 22. Having>flown into DCA and RW 22 on numerous occasions as a crew>member of business/charter jets, I knew it to be a tricky, but>not impossible, landing for a 727. Everything was going great>until he must have thought that he wasn't going to be able to>make a landing and fully retarded the throttles at about 75'to>100' AGL trying to force the aircraft down. He must have been>right at, or even slightly below Vref, because the aircraft>sank like a wet crowbar to the runway. I warned my friends>sitting next to me that this is going to be a rough one. I>have never heard passengers scream in unison like that except>in the movies. Many, myself included, thought for sure that>the landing gear would collapse. Luckily Boeing builds some>pretty sturdy airplanes.>The captain said he thought about going around when he>realized the FO was retarding the throttles too early but the>sink rate was too great and it probably would have made>matters worse if he'd hit the runway at full throttle, bounced>and became airborne at or near stalling speed with a "dirty">aircraft.>I always wondered if that FO ever made it to captain.>>John M>Sounds like a recent F/O upgrading from a Cessna Caravan to our B727-200's. A few weeks ago, this new F/O was receiving his line indoctrination and was out on his third trip when I saw him bounce the 727 30' back into the air. During the turn, the Captain needed to get ground side for a coffee and a smoke. With hands still shaking, the Captain described the F/O's bad habits from the Caravan that he's trying to drive out of his brain. The F/O started pulling the power back at around 100' RA. At this point the Captain started calling Power.... Power.... Power.... Sink Rate.... Sink Rate.... and then arrival. The GPWS barely had time to pound out the altitude calls and they found themselves back in the air. At this point, the Captain made the call... "I Have Control" and safely salvaged the landing. The Captain knew the sink rate wouldn't damage the aircraft so in an effort to provide tacktile feedback to the fresh F/O on his bad technique, the Captain let it proceed but he was still shaking after the first smoke.... he was fine after the second one though.BTW, the new F/O did make his line check and is doing fine.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  12. Imagine the phobias you could come up with if you knew the inner workings of aircraft intimately.... like most aircraft mechanics do. All kidding aside, Bob hit the nail on the head. There's not much I don't know about what's going on with the aircraft around me at any stage of the flight. Instead of thinking about it and dwelling on what might fail, I sit back and enjoy the flight knowing that engineering has done it's job and has made air travel safer than driving your car.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  13. Just adding to what Qavion and rgamurot have said.Each Override/Jettison pump can supply two engines at takeoff and cruise power. Each normal pump provides enough fuel for one engine at takeoff thrust and two engines at cruise thrust. Therefore, a person can use a single main tank pump(non-override) to feed two engines in cruise if needed.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  14. Hey Craig,>>1 - External power.. this drivers the bleed air compressors>and provides bleed air..>Sorry but there is no such beast as a "bleed air comppressor". Bleed air is taken from the comressor discharge air of the APU and is used for such things as engine starting, air conditioning, leading edge devices, hydraulic pumps, etc.... The engines also provide bleed air from different stages of the compressor for normal systems usage.>2 - APU.. this is a small turbine in the tail of the aircraft>which is used to provide electrical power which in turn drives>the air compressors and provides bleed air..See my reply above.>>3 - The engines.. these provide bleed air from their own>compressors when they are running..Just to clarify, the bleed air is taken directly from the engine compressor section.I think Qavion provided answers for the rest of your post.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
  15. CF104

    Thomson engine fire

    >Today a Thomson 757-200 sucked two herons into its starboard>engine at rotation from Manchester. This resulted in engine>failure and an emergancy landing followed. Video of the>incident can be seen at>http://www.youtube.com/watch?v=KGIzNJZOw-c>>The flight made a safe landing with no injuries.>The two herons are missing pressumed dead.>>DaveHi Dave,Misleading topic there for a bird ingestion. What you saw there was the engine surging due to compressor damage and not an engine fire. The fire is coming from the engine exhaust in a backfire sort of fashion and is typical of such occurrences.Cheers,JohnBoeing 727/737 & Lockheed C-130/L-100 Mechanichttp://www.sstsim.com/images/team/JR.jpgwww.SSTSIM.com
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