BrianW

Your guess was pretty accurate. You had a Left A/C Motor Pump (ACMP) pressure transducer (XDCR) failure. Pump pressure transducers measure the hydraulic pump pressure output. Just for review since you had a question mark after ACMP. The Left and Right ACMPs are demand pumps and if set to auto are only switched on during situations of high hydraulic demand, the Engine Driven Pump (EDP) acts as the primary pressure source for the left and right systems. The center 1 and 2 ACMPs are the primary source of pressure for the center system, with Air Driven Pumps (ADP) serving as demand pumps for the center system. The pump pressure transducers should not be confused with the system pressure transducers which measure the total L, C and R system pressure. Brian

The throttle resolver angle needs to be less than 30 degrees for the reversers to deploy, the other requirements are that you’re on the ground, and the engine is running. There is no thrust rating requirement. As Kevin pointed out the sleeves need to be extended more than 60 percent before the reverse thrust lever interlock will clear permitting more than idle reverse. As a side note PMDG actually modeled the engine running requirement, if you try to actuate the reversers on the ground with hydraulics pressurized and the engines off they won’t deploy. Brian

For those of us in the U.S. it looks like the Smithsonian channel is re-airing season 1 starting this week. Hopefully season 2 will follow. I’m a big fan of this show, it tends to be pretty accurate and it doesn’t try to go overboard with irrelevant alarm noises, over dramatic narration, etc. Airplane Repo on the other hand seems to get more and more ridiculous each season. Brian

In the T7 LRC is about the equivalent of using a CI of 180, so any CI below that in flight should give you a fuel savings over what you planned using LRC. Are you making sure to do step climbs? Brian

Sorry for being unclear. Yes I am getting power interruption to the FO displays. The point I was trying to make is that the main bus tie breakers are working fine for me, but not the right transfer bus breaker, and/or the captain to first officer instrument bus tie. My workaround at the moment is just to turn the flight directors off before shutdown. I may try a reinstall since it doesn't seem to be impacting most people. Brian

Thanks for your input Rob. In my case the main BTB’s aren’t affected and close as expected. If I shutdown engine two when in bus isolation mode the BTB’s close and both main busses are powered by the left generator. The backup generator converter also opens the left TBB and has the left BUG takeover for the right BUG. This means now both the left and right XFER busses are now isolated from the main bus. Once I shut off engine one, the APU takes the load for both main AC busses, however the XFER busses are still isolated from the main busses for autoland. Only by turning off both FD's can I bring it out of isolation mode. Which of course as you said should happen with an AP disconnect. I’ve tested this with all versions and all panel states with the same results. Brian

Yeah, I have autopilot disconnect mapped to a key command in the PMDG settings, and that key combo assigned to a button via FSUIPC. I didn’t think to try the VC yoke but I did try the disconnect bar after landing to no avail. Brian

I just witnessed this today for the first time. When I do an autoland the backup generator converter isn’t closing the right transfer bus breaker after autopilot disconnect. Only after I took the AFDS out of LOC mode by shutting off both F/D’s did the R TBB close. If I disconnect the AP any time before landing the right TBB reconnects the transfer and main bus correctly. I’ve tried all the default panel states with the same result, but I’m surprised more people aren’t reporting this, so I'm wondering if this is something only a few of us are seeing. Brian

The PFC’s compensate for turns up to 30 degrees of bank. There should be no need to apply extra yoke back pressure until the bank is greater than that. Brian

It's easy to understand why he's doing it once you see what the terminal looks like. It's all glass, so detailing the interior makes a lot of sense in this case. http://architizer.com/projects/mbs-international-airport/ Brian

I’ve done this as a second job a few times several years ago. In most cases even jobs with the same title can vary based on both who you work for and the airport you work at. The first time I did it I was a lineman at KRNT; the job was mostly fueling the aircraft on the field. 90% or so were GA singles, although I did get a DC-3 a couple times, as well as the occasional King Air or bizjet. It was a great way to meet a lot of the local pilots and instructors. Most days I was the only person on staff; there was a little overlap between shifts but not for more than a few hours in the early afternoon. There were other duties around aircraft handling, but fueling was the main task by far. The other lineman job I had at KRNT was for a floatplane charter company. This job involved basic care and handling of their fleet (C185’s, Beavers, and a turbine Otter), which included taking them in and out of the water using a float truck, keeping them clean, and transporting passengers from the float dock to the terminal, or to SeaTac. The bulk of this job turned out to be washing the planes. Since they operated out of saltwater they needed a thorough wash after the last flight of every day, and anyone who’s been around a radial engine knows what sort of mess they leave behind. I also did one summer working as a lineman at KBFI. This job was by far the most demanding of the three. It was a larger company so I wasn’t the only one on staff; this also meant my duties could vary day by day depending on who did what. Fueling here meant not only the training fleet, but a good number of large aircraft including UPS 757’s. You could also spend the entire day just handling aircraft movements, like marshalling and towing. Looking back I would say the KRNT jobs were more a fit as a second job, the KBFI job being a better fit if you’re looking at a career in aviation. Most places are going to want experience though and I’m not sure how many jobs are actually out there, so you may not get a choice. One suggestion if you’re taking flight training would be to ask them if they need help. Sometimes they may even be willing to pay you with discounted or free flight time. Brian

Here's a link to the full series on fuel conservation in a single pdf. http://www.boeing.com/commercial/aeromagazine/articles/qtr_02_10/pdfs/AERO_FuelConsSeries.pdf Brian

The 777, 787, and 748 have the ability to update navigation databases and EFB data via a wireless LAN (802.11) if the infrastructure is in place to support it. This same service also allows event data and logs to be uploaded from the aircraft. Using cellular networks such as LTE for this type of ground based data transfer is also being looked into and could be available "soon" . Brian

I don’t know the official design decision on this one, but I would guess one of the reasons would be that in the event of an override pump failure it would insure uninterrupted positive fuel pressure. That said, the pumps have a pretty high MTBF, so the chances of losing a fuel pump on a flight are pretty remote, and two even more so. Pump automation could be done but it’s another thing that could fail, and would add complexity just to save the flightcrew a couple of button pushes during a phase of flight where the workload is usually low anyway. Brian

Correct, in fact the FAA MMEL even allows for dispatch with one pump inoperative provided it’s accounted for in weight & balance, and a suitable airport is reachable with the remaining fuel in the wing tanks. Brian

Mike, I see now that you said the exact same thing; I guess that’s what I get for skimming instead of reading. :smile:  To try and answer your question the simple answer would be because with the current design there would be no occasion where fuel would only be drawn from center tank bypass valves. To understand this we need to review the basics of the fuel delivery system. Fuel is delivered to the main fuel pump (the gearbox driven one on each engine) via a common engine feed manifold, the boost pumps are responsible for creating a positive pressure in this manifold. The two override pumps in the center tank operate at a pressure three times greater than the pumps in the main tanks making that source preferred while the center pumps are on. When they’re turned off the main tank boost pumps are responsible for creating this positive pressure. There are check valves between the center pumps and the manifold to prevent the main tank boost pumps from pushing fuel back into the center tank. The main tanks bypass valves work the same way in that they are only check valves and not something that is actuated. This means that for the bypass valve to work all positive pressure in the manifold must be removed, and a negative pressure from the main fuel pump demand needs to exist. So assuming you had the same bypass valves in the center tank, the only situation where they would draw fuel would be one where all boost pumps were off on that side of the manifold and the crossfeed valves were closed. In that case the best you could hope for (removing any gravity differences as Wes pointed out) is fuel to be drawn from both the center and main tanks at the same time. With the situation in this post where the main tanks were run dry, the bypass valves would be sucking air into the manifold making any center tank bypass valve useless anyway. I hope this makes sense, I know I’m not nearly as good at explaining things as some of the other folks on this forum. Brian

There are suction bypass valves in each main tank that allow for fuel flow when the pumps are off. The center tank doesn’t have any sort of pump bypass valves which is why fuel won’t flow when the pumps are off. Brian

I can't wait to see how that U looks on the end of the sea star. Brian

One of my most favorite liveries ever to roll out of KPAE, looks great on the T7 too. Pictures are now on the 787-9 site: http://www.newairplane.com/787/787-9/

FYI, the scale actually goes from 0 to 9.9, although anything over 5 is pointless because your tires will most likely be flat due to the fuse plugs melting as Bryan mentioned. The scale is linear with 0 equal to >38C and 9.9 equal to 1038C. Brian

Autobrake 2 is the same at TNCM as anyplace else and shouldn’t overheat. Do you use rudder pedals or the keyboard for braking? Are you manually braking more, earlier or harder than normal? Have you checked the gear synoptic page before landing to confirm you’re starting with temps at or around 0? I’ve been into TNCM (FlyTampa version) several times and have never had an issue. It may seem counter intuitive but have you tried using autobrake 3 and letting it take you to a complete stop? As a side note the wheels have fuse plugs that melt to let the air out of the tires when they reach 182C to prevent them from exploding. This can happen any time your brake temperature indication is >5.0 (538C). Brian

Here's a video of the rollout from the paint hangar. http://bcove.me/m7kgldtn Brian

If you're asking about the switch on the glareshield between the mic and clock buttons, it's for the map light above your head. Brian

Wes, this post may help answer your questions; http://forum.avsim.net/topic/425703-elevator-droop/ The ailerons also have a PCU blocking mode, however it only keeps the aileron from moving up to counteract the low pressure on the top of the wing. Brian

Your AFT cargo fire switch isn't armed by any chance is it? Brian Edit: Disregard, while it does close the heat valve it doesn’t produce those EICAS messages.