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News: Precision Simulator update 10.73 (22 MAR 2019) is now available

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1
Thank you so much for your fantastic work, Steve!!
Highly appreciated.

All the best,
Michael
2
Hangar 7 / Re: Sad: Atlas 767F down near Houston
« Last post by John H Watson on Sat, 23 Mar 2019 00:56 »
Quote
If the A/P was engaged and a pilot manually pushed forward as hard as he could, would it still go to the normal limit (20.5)?

Correct. There is a "30lb force per channel" mentioned for servo "camout". I'm not 100% sure if this corresponds to pilot input. 90lbs force to override triple engage seems a little excessive.
3
Hangar 7 / Re: Sad: Atlas 767F down near Houston
« Last post by emerydc8 on Sat, 23 Mar 2019 00:10 »
Quote
The maximum movement of the elevator in autopilot mode depends upon the number of flight control computers engaged. In single autopilot, the maximum authority is 8.3° up and down. In multiple autopilot, the maximum authority is 28° up and 20° down.

That's the max the servos will move it, right? If the A/P was engaged and a pilot manually pushed forward as hard as he could, would it still go to the normal limit (20.5)?
4
Hangar 7 / Re: Sad: Atlas 767F down near Houston
« Last post by John H Watson on Fri, 22 Mar 2019 23:57 »
Quote
The other is whether the break-out box for the elevator will command a split elevator or if there is a "prevailing" side that would cause both elevators to work in unison. I'm thinking the elevators are bussed together with a torque tube.

There is a torque tube in the tail, but there is an override mechanism on this torque tube which allows independent left/right side movement up to a 20° split.  The column force required to override is 25 lb at breakout, increasing to 41 lb at 20° of elevator movement.

Quote
The CA was pulling so hard against the FO that he sheared the pins on the stick and at that point had no control.

My notes don't say what happens if the crew are opposing each other. It only says that 25lbs breakout force between the pilots (at the control column end) will decouple the independent cable system (via the "control columns override system" on the torque tube between the columns). There is no mention of shear pins in any of my manuals.

Quote
Toga didn’t engage until after flaps were set to 1

Bizarre.

For info:

With no air load, the elevator can move a maximum of 28.5° up and 20.5° down with a full forward and aft movement of the control column. The maximum movement of the elevator in autopilot mode depends upon the number of flight control computers engaged. In single autopilot, the maximum authority is 8.3° up and down. In multiple autopilot, the maximum authority is 28° up and 20° down.
5
Hangar 7 / Re: 747 PSX response to Trim Unscheduled
« Last post by Hardy Heinlin on Fri, 22 Mar 2019 23:09 »
It's also important that a switch, when it's commanded to open, really isolates the electric contact.


Cheers,

|-|ardy
6
Hangar 7 / Re: 747 PSX response to Trim Unscheduled
« Last post by torrence on Fri, 22 Mar 2019 22:59 »
Further comment - I don't know near enough about what things could actually cause stab trim runaway.  The recent -MAX accidents seem likely to relate mostly  to AOA inputs and the MCAS issues.  I seem to remember that earlier accidents of other types, where trim control was involved, were due to mechanical or other issues. I had assumed, perhaps wrongly, from the 747 STAB TRIM FCOM info, that some fault cases might result from one or more hydraulic malfunctions and might be resolved by isolating which of the two hydraulic systems involved with the trim ( 2 or 3 ) is involved.

Cheers
Torrence
7
Hangar 7 / Re: Real life dispatch question
« Last post by Will on Fri, 22 Mar 2019 19:58 »
Well, I hope I get swapped into the new config.

I booked the seats knowing about the renovation, except that I thought the renovation was complete. Turns out, nope, far from it. So big disappointment. I need to go that day, on that airline, so it's not like the seat was why I bought the ticket. But still, quite a letdown. Sitting in a nicer seat makes a big difference on a 14.5 hour flight.

8
Hangar 7 / Re: Real life dispatch question
« Last post by DougSnow on Fri, 22 Mar 2019 18:32 »
It can change day of based on aircraft rotation, so take it with a grain of salt.  While they would rather keep the cabin configs the same, but if they can't and remain on time, they won't.
9
Thanks for the info.

Some notes:

1. The errors in the log file are local (non-fatal) network problems and probably not related to the route.

2. When you say, "the route is entered using the FMC", do you mean entered manually "leg by leg" or by entering a company route identifer on the first RTE page? The latter may refer to a special route file too.

3. The situ file has been saved with PSX 10.68. Are you sure you're using 10.72?

4. There was a bug in 10.61 (already fixed by 10.70) which caused a freezing problem; I guess you experienced the same when you were using 10.68. The root of the cause was related to a missing altitude constraint; the amount of pages was irrelevant but it may look as if that was the cause. But it's just coincidence probably.


Anyway, I can load your situ file and the included route without problems. I'm using Version 10.73.

Please try the latest PSX version.


Thanks, and sorry!

|-|ardy
10
Hangar 7 / Re: 747 PSX response to Trim Unscheduled
« Last post by torrence on Fri, 22 Mar 2019 15:00 »
It's stoppable by setting both switches to CUTOUT.

Agreed - and, at least in PSX, the autothrottle can then be engaged and seems to operate normally.  What had me looking at the one Cutout on, one off cases was the procedure in the FCOM that I was looking at, which seemed to imply failures that could be dealt with beyond getting both switches to CUTOUT.
Cheers
Torrence
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