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Member
Registered: Jan 2014
Posts: 299
Location: France (LFQQ)
Great video, very professional. I like it ! Congratulations.
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Jean-philippe
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Another video just posted on the subject of the THRUST LIM page, with an insight into a new add-on under development by GAZUK called BACARS.
This will have a number of very useful functions which I will leave for GAZUK to explain when it is finally released. Please note that the take-off performance calculation section will require you to have a copy of TOPCAT for it to function.

More videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).

"Enjoy"

Peter
Moderator
Registered: May 2009
Posts: 5140
Thanks again, Peter.

If you don't mind, I'll link this thread here with the page below under "Tutorials":

http://aerowinx.com/html/misc.html


Cheers,

|-|ardy
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Thanks Hardy..

Peter
Member
Registered: May 2009
Posts: 202
Location: The Netherlands
Quote
More videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).


Hmmm..., hoping for a looooong and cooooold winter... :D.

Thanks !

Hessel
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
New video on "Take Off Ref" uploaded.

The next will be on Go-Arounds - should be a little more exciting!

Peter
Member
Registered: May 2009
Posts: 39
Location: EHAM
Hi Peter,

Super, thank you.

Regards,

Frans
Member
Registered: May 2009
Posts: 175
Location: NZAA
Hi Peter, I cannot thank you enough for these videos. I had always felt that I desperately needed actual tuition to really understand the true workings of the "Queen"




Quote
More videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).


Last week I collapsed on the golf course. Temp 30 degrees, high humidity, low BP and lack of food. My playing partners thought I had gone, and had called for a defibrallator . Had only fainted because I was losing money at that stage and thought it was one way to save cash :roll:

Cheers and many many thanks to you and of course Hardy for great productions.


Derek
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Kind words Derek, thanks for that. Hopefully no more fainting. I am envious about the golf...

Peter.
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Incidentally, it has been pointed out that my BA "model" was selected for an ""ER" type.
Not correct - sorry about that - it should have been a "Normal"..

Cheers,

Peter
Member
Registered: May 2009
Posts: 202
Location: The Netherlands
Peter,

In your "Derate video" the EPR before the procedure is 1,70.

With TO 10 % it shows 1,63; 10 % would be 1.53.
With TO 20 % it shows 1.56; 20 % would be 1.36.

Does this imply a non-linear relationship between EPR and thrust
and is the percentage here so real thrust reduction and -not- EPR reduction,
or is there a totally different interpretation ?

Hessel


p.s.
Learned new pronounciations, I wasn't aware off. Did it years wrong !
FLCH not als Flight Level Change, but phonetic as "Fletch".
EPR not as E.P.R. but as "Eper".
Member
Registered: May 2012
Posts: 158
Location: Farnborough, UK
Hessel,

I am becoming even more British watching these and shall be trying to fit "Seriously Soggy" in to every day conversation :mrgreen:

Cheers
Gary
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Hi Hessel.

Well spotted on the ATM derate! I deliberately glossed over that as I know it doesn't tie in.
Hardy is aware and we are looking at a possible resolution, which may or may not be possible, or even appropriate.. He has used other airline's data and they differ on the derate for some reason.

If you would like to achieve the full 25% reduction (which is a very comfortable and realistic climbout at most weights) you can do the "double-derate" method, using a fixed derate of 20% and then adding a small temperature increment until you get the mathematical 25% off the max EPR.

The percentage reduction is take off the figure after the decimal in this case "70" so 10% would give you 1.63, 20% would give 1.56.

"FLITCH" - or Flight level Change - FLITCH is quicker!

and yes, - "soggy" LOL

Peter
Member
Registered: Jan 2012
Posts: 17
Peter,

Just another big thanks for your videos, great information for us "wannabe" B747 pilots!

Rgds
David
Moderator
Registered: May 2009
Posts: 5140
« Last edit by Hardy Heinlin on Fri, 06 Feb 2015 03:35:33 +0000. »
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Hi Hardy,

Sorry, the "resolution" there, as I called it, was just referring to a possible way to make the PSX model exactly fit the BA RB211 re the ATM derate, which as I said, might be inappropriate, so no problem there.

Thanks for the input on the % CG - I had forgotten that!

Peter
Member
Registered: May 2009
Posts: 202
Location: The Netherlands
Aha !

Quote
The value *after the decimal* is the actual thrust value


Complete logical, but you have to think about it..... :oops:
Instructive +++

Thanks both, up to the next video ...

Hessel
Member
Registered: Aug 2014
Posts: 95
I think it's a little more complicated than that, and you'll need the B747-400 FPPM.
Some interesting reading here :
http://www.smartcockpit.com/aircraft-ressources/Reduced_Thrust_Operations.html

Stephane
Member
Registered: May 2009
Posts: 202
Location: The Netherlands
Quote
a little more complicated


Thanks Stephane,

Only 106 pages (with big pictures) more .... :lol:
No problem, many of us do really feast of it !

Hessel
Moderator
Registered: May 2009
Posts: 5140
This presentation doesn't say that the equation "1.50 EPR minus 10% = 1.45 EPR" be wrong, does it?
Member
Registered: May 2009
Posts: 202
Location: The Netherlands
Hi flexible and fixed thrust deraters ...

Now, I'm really confused.

Learned from Hardy 2 messages ago, that the percentage E.P.R. reduction should not be calculated from e.g. the 0,00 to 1,70 range, but (of course) from the 1,00 to 1,70 range.

But now the PDF which Stephane/Calimhiro uploaded 2 messages before.

Please see pages, only 6 and 7.
There are figures with the relationship between E.P.R. and resp. Fanspeed and Exhaust Gas Temperature.

In the figure is clearly shown an EPR derate/reduction from 1,51 to 1,33.
It's mentioned there, that that reduction (delta = 0.18 ) is -25- %.

And now the question: From which values in that figure is the 25 % calculated ?

Apparently I'm blind; can't figure it out.

Hessel
Member
Registered: May 2009
Posts: 418
Location: Australia
Typo? Figures equate to 35% reduction.
_______________
Garry

Website: flightsim.garryric.com
Member
Registered: Aug 2014
Posts: 95
For each aircraft type and engine variant, Boeing publishes a Flight Planning Performance Manual (FPPM) which contains all datas, graphics and tabs for performance's calculations. Some parameters are not linear.
That's why I said that a FPPM would be nice to have. Unfortunately, as you may know, this is Boeing copyrighted and cannot be distributed.
Maybe Hardy, you could write to Boeing directly, and try to get one.

Stephane
Member
Registered: May 2009
Posts: 479
Location: EFTO
"Excellent stuff, these videos are."
__________________Yoda the Jedi

It has been said before, and I'll say it again: This is great instruction.
Thank you!

Cheers,
Martin
Member
Registered: Aug 2014
Posts: 60
Hi,

From FPPM for RB211 G's. EPR is for 0 pressure altitude at different temps.

TO - 1.46,50,53,56,59,62,65,68,71,72
TO1-1.42,45,48,50,53,55,58,61,65,65
TO2-1.37,40,42,45,47,49,52,54,56,56

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