phil747fan

some 747 classics had the possibility to be started in the air. pretty sure some -400 had that option too.

nobody forces you to be in the cult .....

i concurr the retro should be very attractive.

at least you didnt use your mom one lol ....

Rolls Royce is FAFC. Full authority fuel control. EPR does drop during take off due to Ram effect which starts at around 80kts. 1- yes

what was the TOW? so far at D-TO max temp (with actual weather) is +54c but maybe you are doing something i do not know ... Phil

i do not know about that cold lol but ACA had some issues with their Embraer when it was -30c and below ... for the diesel it will be below -45c where gas and diesel truck and engine start to have some issues with ignition ... up to -40c nothing special to do just to protect a little the batteries ... i only found out (cold weather operation) that with GE engines with temp of -35c and below you need to let engines run 2 minutes before touching the thrust lever. the other info i found out for any kind of engines is that during cold weather engine start the oil presure rise may be higher than normal.

hope this picture of an qrh circa 2000 will explain the lbs ... they used to as i said .... [MOD: Don't think Polar or Boeing would be happy about their docs out in the wild...but it did say "lbs"] sorry MOD but thank you to confirm my say.

they used to. here is the flightplan test done many years ago with their ops .... 03062222Z FLT REL IFR PACTEST MAD/CCS 061218 MACH:1OO A/C N450PA FUEL TIME CORR TOGWT LDGWT AVG W/C TAXI 002000 0010 . . . . 851074 649555 M003 DEST CCS 201518 0801 . . . . RESV 017530 0048 . . . . ALTN 012036 0030 . . . . ALTN BLA DIST 0143 W/C M03 HOLD 009990 0030 . . . . EXTRA 000000 0000 . . . . ZFW 610000 PAYLOAD 260300 TTL AT TO 241074 0949 . . . . RTE MAN DIST 3804 REQD 243074 0959 . . . . 4 ENGINE FOR FDF/1021 LOC N24562W042184 DIST 2157 LEMD/ETP BURNOFF 124985 TIME 04:23 FROM ETP REQ FUEL 062498 TIME 02:42 TOTAL FUEL 187483 TO FDF N14355W060598 1222NM TDV P06 WCP M20 TO SMA N36584W025103 1136NM TDV P02 WCP P27 4 ENGINE(NP140) FOR FDF/1021 LOC N24562W042184 DIST 2157 LEMD/ETP BURNOFF 124985 TIME 04:23 FROM ETP REQ FUEL 073897 TIME 02:52 TOTAL FUEL 198882 TO FDF N14355W060598 1222NM TDV P12 WCP P02 TO SMA N36584W025103 1136NM TDV P07 WCP M04 2 ENGINE FOR FDF/1021 LOC N24562W042184 DIST 2157 LEMD/ETP BURNOFF 124985 TIME 04:23 FROM ETP REQ FUEL 079492 TIME 03:14 TOTAL FUEL 204477 TO FDF N14355W060598 1222NM TDV P11 WCP P10 TO SMA N36584W025103 1136NM TDV P06 WCP M05 -N0496F310 NVS5C NVS UB60 CCS UN975 ESP/N0491F330 DCT 38N010W 35N020W/M085F340 32N030W 26N040W 21N050W 18N055W/N0496F350 DCT FOF UA551 KOMPU DCT M/H FL TDV W/S WIND COMP FF/E TO NM AWY M/C TAS G/S ZT ACTME ETA ATA ACBO ABO REM AREM N40221W004150 266 CLB CLB 04 04027 P020 1670 NVS 032 262 304 324 0/06 00/09 .../... 0095/... 2316/... 250 CLB CLB 02 04053 P047 1178 TOC 105 UB60 247 478 526 0/11 00/20 .../... 0187/... 2224/... N39315W006261 251 310 P01 01 04074 P068 0693 CCS 008 UB60 247 496 564 0/01 00/21 .../... 0191/... 2220/... N39132W007134 251 310 P01 01 04070 P065 0692 ELVAR 040 UN975 247 495 560 0/04 00/25 .../... 0211/... 2200/... N39064W007307 250 310 P00 02 05071 P067 0692 BIRBA 016 UN975 247 495 562 0/02 00/27 .../... 0219/... 2192/... N38567W007549 250 310 P00 02 05071 P067 0692 TAGUX 021 UN975 247 495 562 0/02 00/29 .../... 0229/... 2182/... N38395W008373 249 310 P00 01 05069 P066 0692 ATECA 037 UN975 247 495 561 0/04 00/33 .../... 0247/... 2163/... N38255W009112 249 310 P00 01 05067 P064 0692 ESP 030 UN975 247 495 559 0/04 00/37 .../... 0262/... 2149/... N38000W010000 243 330 P00 01 05070 P070 0808 38N010W 046 DCT 242 491 561 0/04 00/41 .../... 0289/... 2122/... N35000W020000 256 330 P00 01 08049 P049 0683 35N020W 514 DCT 258 490 539 0/58 01/39 .../... 0550/... 1861/... N32000W030000 260 340 M02 04 12021 P013 0659 32N030W 532 DCT 262 487 500 1/04 02/43 .../... 0830/... 1581/... N26000W040000 254 340 P04 01 28043 M032 0630 26N040W 636 DCT 251 493 461 1/22 04/05 .../... 1177/... 1233/... N21000W050000 259 340 P05 02 25029 M029 0600 21N050W 626 DCT 259 494 465 1/21 05/26 .../... 1501/... 0910/... N18000W055000 258 340 P06 03 30028 M013 0581 18N055W 335 DCT 255 495 482 0/42 06/08 .../... 1662/... 0749/... N14354W061014 260 350 P08 03 32047 M015 0570 FOF 403 DCT 255 496 481 0/50 06/58 .../... 1853/... 0558/... N14093W061418 257 350 P09 05 31059 M020 0565 SOMON 047 UA551 250 496 476 0/06 07/04 .../... 1875/... 0535/... N13146W063052 256 350 P09 04 31060 M023 0555 PERRY 098 UA551 249 496 473 0/12 07/16 .../... 1921/... 0490/... N12512W063388 253 350 P09 02 30056 M025 0546 ONGAL 040 UA551 247 495 470 0/05 07/21 .../... 1940/... 0471/... N12208W064245 253 350 P09 01 30050 M027 0547 MASPA 054 UA551 249 496 469 0/07 07/28 .../... 1965/... 0446/... 251 350 P09 01 29042 M025 0547 TOD 059 UA551 248 496 471 0/08 07/36 .../... 1993/... 0418/... N11227W065498 251 DSC DSC 01 31030 M009 0079 KOMPU 043 UA551 247 445 436 0/06 07/42 .../... 1996/... 0415/... N10364W066594 247 DSC DSC 01 04011 M007 0155 SVMI 082 DCT 246 324 317 0/19 08/01 .../... 2015/... 0396/... ALTERNATE N10439W066336 083 CLB CLB 01 06013 M013 1576 OSMAR 026 DCT 084 329 316 0/07 00/07 .../... 0071/... 0324/... 116 CLB CLB 00 36014 P004 1238 TOC 025 DCT 118 474 478 0/03 00/10 .../... 0096/... 0300/... N10346W066029 117 230 P16 01 34016 P010 0553 CBC 007 DCT 118 456 466 0/01 00/11 .../... 0100/... 0296/... 119 230 P16 01 34017 P011 0552 TOD 003 DCT 121 456 467 0/00 00/11 .../... 0101/... 0294/... N10066W064412 119 DSC DSC 00 04013 M008 0156 SVBC 082 DCT 121 321 313 0/19 00/30 .../... 0120/... 0275/... (FPL-PACTEST-IN -B744/H-SDHIRWXY/C -LEMD0600 -N0496F310 NVS5C NVS UB60 CCS UN975 ESP/N0491F330 DCT 38N010W 35N020W/M085F340 32N030W 26N040W 21N050W 18N055W/N0496F350 DCT FOF UA551 KOMPU DCT -SVMI0801 SVBC -EET/LPPC0025 KZNY0405 TTZP0608 SVZM0721 35N020W0139 32N030W0243 REG/N450PA SEL/DHLM PER/M084 RMK/TCAS EQUIPPED ACARS EQUIPPED) RLSE PACTEST/ 07MAR N450PA B744 IFR TEST LEMD/SVMI 0600 A/ SVBC REQD 2411 B 2015 A 120 R 175 H 100 X 0 CAPT/ F/O F/E L/M -N0496F310 NVS5C NVS UB60 CCS UN975 ESP/N0491F330 DCT 38N010W 35N020W/M085F340 32N030W 26N040W 21N050W 18N055W/N0496F350 DCT FOF UA551 KOMPU DCT I CERTIFY THAT I HAVE COMPLIED WITH FAR 121.443 (B) FAR 121.445 AND 49 CFR 175.0/ WEATHER TO BE ATTACHED IN COMPLIANCE WITH FAR 121.689 (B) CAPT/ CONTROLLER/ RECALL: 060037 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... RLSE PACTEST/ 07MAR N450PA B747-400F IFR TEST LEMD/SVMI 0600 A/ SVBC REQD 2411 B 2015 A 120 R 175 H 100 X 0 CAPT/ F/O F/E L/M -N0496F310 NVS5C NVS UB60 CCS UN975 ESP/N0491F330 DCT 38N010W 35N020W/M085F340 32N030W 26N040W 21N050W 18N055W/N0496F350 DCT FOF UA551 KOMPU DCT I CERTIFY THAT I HAVE COMPLIED WITH FAR 121.443 (B) FAR 121.445 AND 49 CFR 175.0/ WEATHER TO BE ATTACHED IN COMPLIANCE WITH FAR 121.689 (B) CAPT/ CONTROLLER/

Polar Air Cargo used theirs in LBS ...

no luck on you you got that with 777 and 744... could you post your results including your flightplan and your report found?

that has been since fs9 ...i do not know for the actual version. but in the same time c-gagm was +9% on fuel burn so nothing unusual ....

here is some answers there: http://support.precisionmanuals.com/kb/a59/fmc-custom-waypoint-entry-notes.aspx

what is the differential training on the LCF versus regular -400 and -400F?

LCF is a LCF with a different frame and specific limitations and operational limits ... the -400 is a big family with the LCF in but the 400D can be retrofitted to a regular -400 doubt a lot for the LCF ...

in DDG and MMEL one less winglet is doable with a cost on MTOW reduction and roughly 2.5% on fuel burn ... never heard of a regular flight with no winglet doable only on the 400D.

yes saddly. but this is certainly the reason we can find some options not well known ... and maybe they never used it ....

ANZ RR engine aircraft are certified also just read some material on it ...

SIA and SIAC is 1,2,3,4 with PW engines. ANZ GE 4 3 2 1 RR 4 1 2 3

John, the most reason why only RR and PW in the classic had the 5th pod is because KSSU and ATLAS operators didnt want to pay the new certification and had all of them combi and freighter in their fleet and can splitted for the lower deck or to be transported on the main floor of the combi or cargo. Ge engine has always to be different. lol

Simon tried to explain to you ... you may exceed the brake energy limits ... i ve been on a jumpseat for a test on overweight autoland ... briefing was interesting ....

not assembled.

Air India using PW is using BOCO rec 4, 3, 2, 1.

not sure Simon but if you used Freighter data i think it is even less strenght on the fuses for the Pax version.

Simon sums up it very well. here is the technique given in the AFM: T A K E O F F D I S T A N C E The scheduled one-engine-inoperative ferry takeoff distance is 1.15 times the measured horizontal distance from brake release to the 35-foot height point when the one-engine-inoperative ferry takeoff procedure given in this section is followed. T A K E O F F T E C H N I Q U E NOTE: This technique is suitable for ferry takeoff from wet or dry runways. ONE OUTBOARD ENGINE INOPERATIVE 1. Pilot Flying (PF) aligns airplane with runway centerline and sets brakes. 2. PF sets approximately 1.06 EPR on all operating engines. 3. Pilot Not Flying (PNF) holds the control column forward of neutral. 4. PF releases brakes and applies takeoff thrust on the inboard engines. 5. PF steers with tiller and applies full rudder toward the operating outboard engine. 6. As the airplane accelerates, the PF slowly advances thrust on the operating outboard engine and maintains directional control using very small tiller angles. Rudder pedal nosewheel steering is overridden with the tiller. 7. The PF steadily increases thrust on the operating outboard engine to maintain directional control with minimum nose wheel scrubbing and attains full takeoff thrust at a speed near but not below the one-engine out ground minimum control speed (VMCG). The rudder should be used to assist directional control and should be near maximum deflection to get predicted takeoff performance. 8. PNF monitors the thrust application on the operating outboard engine, calls airspeed in approximately 20-knot increments and advises the PF when takeoff thrust is being approached, and maintains wings level with small wheel changes. 9. After the operable outboard engine attains takeoff thrust, the PF assumes control of the control column and wheel and completes the takeoff and climbout using normal procedures as described in Section 4 of the basic Airplane Flight Manual. SECTION 4.1 – GENERAL (Continued) T A K E O F F T E C H N I Q U E (Continued) NOTE: 1. RTO autobrakes are not available when any thrust lever is not advanced. 2. Do not follow any noise abatement procedure that restricts airspeed. 3. Retract gear and flaps as soon as feasible. ONE INBOARD ENGINE INOPERATIVE Use the same procedure as for takeoff with an outboard engine inoperative except that takeoff thrust is initially applied on the outboard engines. Increase thrust on the operating inboard engine so that takeoff thrust is obtained at 80 to 90 knots. enjoy. Phil and i think that as Simon said it was PF as the captain and PNF the FO. but some operators and regulators may have done it differently.