Jump to content


  • Content Count

  • Donations

  • Joined

  • Last visited

Community Reputation

19 Neutral

About Qavion

  • Rank
    Member - 1,000+

Profile Information

  • Gender
  • Location
    In denial

Recent Profile Visitors

2,076 profile views
  1. Occasionally, I've seen QF use "pier C" (not sure about gate 61, though). They can't always get what they want. Having said that, Pier B looks completely empty Cheers John H Watson
  2. ah.. ok. .makes sense. When the GPU is plugged into the #1 socket, even though the EXT #1 switch is showing AVAIL, parts of the aircraft will be powered. However, the Navigation LIghts will not be powered unless someone then pushes a "Ground Service" Switch on a panel near passenger entry door Left 2. There must be an PMDG virtual engineer standing at L2 On some 744s, the landing lights illuminate at very low intensity when this Ground Service Switch button is pushed. In the air, when the landing lights are switched off, a heating current is passed through the lamps to keep them warm. This helps prevent "thermal shock" and subsequent lamp element breakage when the lights are turned on. During Ground Service operation, certain parts of the aircraft think they are in the air. The lights look quite bright here, but they are just using heater current during Ground Service operation. PMDG is correct (if there is a virtual engineer) Cheers John H Watson
  3. For info... The screenshot shows two air hoses. One is associated with Pack 1 air distribution, the other, an option, is associated with pack 2. A third one, not shown, is associated with pack 3. The pack 2 air distribution system can feed the airconditioning system in the forward cargo area (another option). The pack 3 air distribution system can feed the optional airconditioning system in the aft cargo area. These doors aren't very strong in the open position. You may find you have no door when you arrive at your destination :wink: Cheers John H Watson
  4. It's a software thing... Probably Honeywell/Allied Signal accept new audio files and provide software updates to the airlines. There is a memory card slot in front on the EGPWS Computer and also an RS232 connector for software uploads. Honeywell/airline copyrights may be expensive :wink: Cheers John H Watson
  5. Is the brake pressure gauge showing pressure? Your aircraft may be fitted with a Towing Bus. This powers the nav lights, brake pressure gauge, allows you to park the brakes (if there is residual hydraulic pressure) and illuminates a few lights here and there. The Standby Power Switch must be OFF. Cheers John H Watson
  6. I just read that V Pods were available for Classic 747 PW-powered aircraft. When the designers started working on the 744, they realised that there would be no difference (aerodynamically) to fitting V-pods on the 744, but as Steve says, it seems no one requested one for PW-powered 744's. Cheers John H Watson
  7. I don't think Boeing expects you to lose two entire hydraulic systems at once (since hydraulic fuses were installed after the big Japan Air Lines crash "JAL 123") If the nosewheel causes any air buffeting on the main gear, I wonder if it would assist the extension of the main gear? Gravity is usually enough, but I can see how airloads on the body gear would assist extension/locking. I'm not sure of the geometry of the wing gear. Cheers John H Watson
  8. You can probably work out what's happening using this guide: Retraction • Group B LE flaps retract when the flap lever is at 1 and the inboard TE flaps are less than 4 1/2 units. • Group A LE flaps retract when the flap lever is UP and the outboard TE flaps are up. If you went straight from 5 to UP, the outboard (Group B ) LE flaps would move at 4.5 units (not long after the TE flaps start moving). When the TE flaps are completely up, the inboard (Group A) LE flaps should start moving. This is using normal hydraulics/pneumatics. Cheers John H Watson
  9. Just a thought... I hope the A/P wasn't following a false Glideslope lobe. http://www.boeing.com/commercial/aeromagazine/aero_21/glidescope_story.html#1 There must be something about New Zealand... Cheers John H Watson
  10. Maybe the cows are really big in New Zealand Sorry, I had a look through my old files, but I couldn't find the Notam or whatever it was. Cheers John H Watson
  11. Sounds like that's what the issue was in the real world. I can understand the Runway Awareness and Alerting System responding to that, but I can't figure out why the normal GPWS would respond, unless there is a variation in terrain heights on the approach to the new runway.
  12. I wonder how old the GPWS database is. In the real world, there was a problem with the EGPWS at NZAA because they added a runway.. or moved the old one (I forget) Cheers John H Watson.
  13. The 747-400 has an optional "Weight and Balance System". Torque sensors in the wheel bogeys send information to a Weight & Balance computer and it automatically computes gross weight and CG. The pilots can choose to accept the value shown or override it with manual values. There is also a W&B panel near Left 1 entry door on the main deck, so you can keep an eye on the CG when loading freight. Many freight operators fit this option, but, as far as I know, it's available on passenger aircraft too. Cheers John H Watson
  14. Were your thrust levers at the idle stop? According to the Boeing Maintenance Manual, if your thrust levers are away from idle for more than 3 seconds after touchdown, the autobrake selector switch will trip to DISARM. Cheers John H Watson
  15. P.S. I forgot the optional overhead heating vents in the bulk cargo. This is a fan/heater system.
  • Create New...