Recent posts

1

Accessories / Re: Simbrief vs topcat, pfpx

« Last post by Sebastian on Sat, 16 Jan 2021 01:56 »

Yes, I use it as EFB.
The TOPCAT profiles you can choose in PFPX are all non-ER profiles. Sure, once you start the performance module on PFPX it will takeover the MTOW that you set in your PFPX aircraft profile, but if you try go any higher than 400t with those you'll receive the error message "Takeoff not authorized: BRAKES limited".

2

Hangar 7 / Re: Question about Airconditioning panel.

« Last post by Blake H on Sat, 16 Jan 2021 01:00 »

Hi John,

Interesting. Thank you so much. What about the ALTN position or manual C and W. I am guessing the switches has redundancy, through normal switching?

Kind regards.

Blake

3

Hangar 7 / Re: Question about Airconditioning panel.

« Last post by John H Watson on Fri, 15 Jan 2021 23:46 »

How many plugs are there on the back of the panel?
I have schematics, but no pictures of the plugs, only plug numbers:

e.g.

Flight deck potentiometer:
Plug DS1737
pin 10 excitation (power in)
pin 11 wiper arm (output)
pin 12 return


Passenger:
Plug DS1738
pin 10 excitation (power in)
pin 11 wiper arm (output)
pin 12 return

Cargo:
Plug DS2272
pin 10 excitation
pin 11 wiper arm
pin 12 return

4

Hangar 7 / Re: De-Icing process

« Last post by Hardy Heinlin on Fri, 15 Jan 2021 22:48 »

What is the unit of the values stored in the Qs429 ? How to convert them in Kgs ?

As far as I recall, the display range is such that it doesn't exceed "9". Here's a code snippet with the factors:

Code: [Select]

.append( (int) ( Ice.wingL.iceKgs * 0.0495f ) ).append( ';' )
.append( (int) ( Ice.wingR.iceKgs * 0.0495f ) ).append( ';' )
.append( (int) ( Ice.nacelle1.iceKgs * 1.98f ) ).append( ';' )
.append( (int) ( Ice.nacelle2.iceKgs * 1.98f ) ).append( ';' )
.append( (int) ( Ice.nacelle3.iceKgs * 1.98f ) ).append( ';' )
.append( (int) ( Ice.nacelle4.iceKgs * 1.98f ) ).append( ';' );


Regards,

|-|ardy

5

Hangar 7 / Re: AIRPORTS by TOM HEGEN ; KLM FAREWELL QUEEN OF THE SKIES

« Last post by Will on Fri, 15 Jan 2021 22:37 »

A KLM 747-400 was the first 747-400 I was ever on.

(The first 747 of any type that I was on was a -100 from Pan Am. I have a photo of it somewhere, from that day. Now I'm curious to see if I can make out the tail number in the photo.)

6

Hangar 7 / Re: De-Icing process

« Last post by Will on Fri, 15 Jan 2021 21:29 »

Remember that it's airport-dependent as well. The airport I flew out of didn't deice at the gate; the aircraft would taxi to a deicing stand close to the approach end of the active runway, where all the equipment was assembled.

7

Hangar 7 / AIRPORTS by TOM HEGEN ; KLM FAREWELL QUEEN OF THE SKIES

« Last post by vnangli on Fri, 15 Jan 2021 21:21 »

Members,
I couldnt resist posting my book recommendations.

Accidentally and fortunately, I came across the book "AIRPORTS" by TOM HEGEN.
For any AIRPLANE enthusiast and especially a photographer, this book would be an interesting add to the collection. Check out the details here ----> http://tomhegen.de/fotodesign/

Second book is about KLM 747...Here is the link http://klm747.nl/

Have a good weekend

8

Hangar 7 / Re: De-Icing process

« Last post by JP59 on Fri, 15 Jan 2021 20:32 »

Thanks Michel these informations are very useful. So if I understand I can implement the de-icing at the gate whatever the scenario is, and it will remain realistic.

Sorry for asking so many questions but I need to fully understand the process in order to implement something realistic in WidePSX. From the checklist I can see that the APU operation is to be avoided during the de-icing process for obvious  reasons. Precisely, during the « in-gate » de-icing, how is the aircraft powered ? Are the engines started exceptionally before the pushback in this situation ?

Best regards,
Jean-Philippe

9

Hangar 7 / Re: De-Icing process

« Last post by michelvsr on Fri, 15 Jan 2021 20:11 »

Hi again Jean-Philippe,

For the scenario 2, the 2 phases are made at the same place, special area or gate.
For the de-icing with engines running, there is a special check-list to prepare the operation. Here a part of this Air France checklist

CAUTION:Operate the APU during de-icing only if necessary. If
the APU is running, ingestion of de-icing fluid causes
objectionable fumes and odors to enter the airplane.
Ingestion of snow, slush, ice, or de-icing/anti-icing
fluid can also damage to the APU.

If de-icing / anti-icing is needed:
APU .................................................................As needed F/O
The APU should be shut down unless APU operation is
necessary.
Call “FLAPS UP”. C
Flaps.............................................................................UP F/O
Prevents ice and slush from accumulating in flap cavities during
de-icing.
Thrust levers ...............................................................Idle C
Reduces the possibility of injury to personnel at inlet or exhaust
area.
PACK control selectors..............................................OFF F/O
Reduces the possibility of fumes entering the air conditioning
system.
Wait approximately 10 seconds after pack switches are off before
positioning bleed switches to off to reduce pack wear.
ENGINE BLEED air switches (engines running) OFF F/O
Reduces the possibility of fumes entering the air conditioning
system.
APU bleed air switch (APU running)...................OFF F/O
Reduces the possibility of fumes entering the air conditioning
system.
After de-icing / anti-icing is completed:
APU ............................................................As needed F/O
APU bleed air switch (APU running)....................ON F/O
ENGINE BLEED air switches ..............................ON F/O
Wait approximately one minute after de-icing is completed to turn
pack selectors on to ensure all de-icing fluid has been cleared from
the engines.
PACK control selectors ................................... NORM F/O

Have a nice evening.
Michel.

10

Hangar 7 / Re: De-Icing process

« Last post by JP59 on Fri, 15 Jan 2021 18:52 »

Hi Michel and Hardy,

@Hardy : I already found this information and I am able to de-ice the aircraft by overwriting the Qs429 to 0;0;0;0;0;0;0 and set the fluid holdover time. Thanks anyway for the information. I have one question : You said that in the Analysis section the amount of ice is indicated in Kgs for Wings L/R and the 4 engines. However, when I see the values in the Qs429 they do not correspond with what is indicated in the Analysis page. What is the unit of the values stored in the Qs429 ? How to convert them in Kgs ?

@Michel : Thanks for the detailed informations. I will see if I can set the de-icing in two phases, depending of the amount of ice detected in the related PSX variable. From my understanding of your explanations, I can think about implementing two scenarios depending of the amount of ice on the aircraft (feel free to comment and/or modify) :

Scenario 1 : Light icing, 10 minutes de-icing at the gate.
Scenario 2 : Strong icing or snow, 10 minutes de-icing at the gate plus 20 minutes at a de-icing bay.

One last question Michel, what is the aircraft status during the de-icing ? You said that in the de-icing bay the engines can remain on. What about the packs, APU (when de-icing at the gate) and other equipments ? Thanks again for the informations.

Kind regards
Jean-Philippe