Min Chun 0 Report post Posted August 10, 2006 Arrival was light? Most of the flights were hold in air? Share this post Link to post Share on other sites
Gavin Andrew David 6 Report post Posted August 11, 2006 TK , In situations like that , I thought you would change from TA/RA to just TA ? Hmm But looks like there's more than enough spacing between ac's to keep mr TCAS quiet Share this post Link to post Share on other sites
Teoh Z Yao 0 Report post Posted August 11, 2006 Interesting...! Amusing! Share this post Link to post Share on other sites
Azman MN 1 Report post Posted August 11, 2006 very interesting! I suppose you landed from the south - runway 4R? If the purple line is your route, then why does it extend past the airport to TEB? for go arounds? I think if you land from the North, the holding area is also SAX. I remember holding in the NorthWest of the airport, then going East and then turning South. It was over a town called Poughkeepsie.(somehow remember that name because it was in a Friends episode ) Share this post Link to post Share on other sites
TK 0 Report post Posted August 11, 2006 The line extended to TEB VOR (Teterboro Airport) is the Go Around track and holding over TEB VOR. Yes we landed on 4 Right...wet runway, gusty winds and cross wind as you can also see the wind direction and speed from the Navigation Display 306/24. But on app, wind was cross at 10 knots...Ok la, crabbing a bit until final, Kick/gently push...not seriously kick the right rudder to align with centerline, then i just slam the 777!! when it comes to wet runway, bring the plane firmly on the ground is better as to break the water surface and have the wheels firmly on runway. In the Standard Arrivals, SAX or Sparta VOR is the final leg...after that, ATC will vector Piltos for newark for either runways. Turning hear and there, speed control and descend...all with the guide of an ATC controller. We Pilots, just follow and be aware of what's going on with our instructions and also others. what i like is...they maintain 4nm seperation between 2 planes!!!! cool...unlike KLIA seperation of 8nm, they already jumping out of their seats!!! Share this post Link to post Share on other sites
Norman 1 Report post Posted August 11, 2006 -snip--snip-- We Pilots, just follow and be aware of what's going on with our instructions and also others. what i like is...they maintain 4nm seperation between 2 planes!!!! cool...unlike KLIA seperation of 8nm, they already jumping out of their seats!!! 8nm??? Naaahhh they can do 4 too, just that they don't have enough traffic.... BTW... TK..your description of the approach reminded me of the movie "Pushing Tin".... Share this post Link to post Share on other sites
Mohd Idham 0 Report post Posted August 11, 2006 4nm seperation in horizontal right ? what about vertical seperation? Share this post Link to post Share on other sites
Seth K 3 Report post Posted August 11, 2006 Interesting story bro TK...........do you spot any CO? Share this post Link to post Share on other sites
Radzi 2 Report post Posted August 11, 2006 8nm??? Naaahhh they can do 4 too, just that they don't have enough traffic.... BTW... TK..your description of the approach reminded me of the movie "Pushing Tin".... In KUL, 7 - 8 miles is normal but I've see them squeeze down to 5 between landings. If the guy in front exit early, no problem. Idham, with ILS approach on final, vertical separation doesn't matter as long as you're on the glideslope. It will be 3 nm = 1000 ft approximately. Share this post Link to post Share on other sites
TK 0 Report post Posted August 12, 2006 I have been lookin at some CDs of old unedited photos, and i found a few of this interesting pictures of a 777 Rolls Royce engine. As RR, their engines will still be as an upgrade of the most reliable RB211. If i am not mistaken, it is "first" on a Lockheed Tristar...And now it is still "hanging tough" on a mighty airliner like the 777, A340-500/600. RR Trent 892 RB211 on MH 777. "Trent" is a name of a River in UK (pls confirm) Engine starter unit...pneumatic air is compressed at high pressure almost over 30psi...it will turn this starter unit to spin the turbine before fuel is introduce and "boom"...the engines will light up. Its by Honeywell!!! not all component on RRs are Rolls Royce!! The big emergency slides comes slide raft are packed neatly at the door. This is how it looks from underneath!..so dont sit on those bulky cover at the door during cruise!! Share this post Link to post Share on other sites
BC Tam 2 Report post Posted August 12, 2006 "Trent" is a name of a River in UK (pls confirm) Is correct ! Share this post Link to post Share on other sites
Sebastien 0 Report post Posted August 15, 2006 TK, you got fs? Share this post Link to post Share on other sites
Mohd Idham 0 Report post Posted August 17, 2006 TK got fs the real thing maa, with hydraulics actuator.. Engine starter unit...pneumatic air is compressed at high pressure almost over 30psi...it will turn this starter unit to spin the turbine before fuel is introduce Turbine or high pressure compressor ?? Sam, please explain in details. Share this post Link to post Share on other sites
Attan 0 Report post Posted August 17, 2006 Good question, Idham. I've always thought that the N2 is turned first by the compressed air supplied by the starter unit. The N1 then turns as a result of the air flow sucked in by the N2. Is this what happens in real life? Share this post Link to post Share on other sites
Gavin Andrew David 6 Report post Posted August 17, 2006 I was under the impression that The APU provides air to the engine that turns the N2 and once 22% N2 , fuel introduced into the engine which in turn will rotate the N1 ? just pushing my luck here Share this post Link to post Share on other sites
TK 0 Report post Posted August 17, 2006 The engines are three–rotor axial flow turbofans of high compression and bypass ratio. The N1 rotor consists of the fan and a low pressure turbine section on a common shaft. The N2 rotor consists of an intermediate pressure compressor section and an intermediate pressure turbine section on a common shaft. The N3 rotor consists of a high pressure compressor section and a high pressure turbine section on common shaft. The N1, N2, and N3 rotors are mechanically independent. The N3 rotor drives the engine accessory gearbox. Each engine is controlled by an electronic engine controller (EEC). The EECs monitor autothrottle and flight crew inputs through the thrust levers to automatically control the engines. Autostart Autostart allows the EEC to control fuel and ignition. With the AUTOSTART switch ON, the autostart sequence is initiated by rotating the START selector to START and moving the FUEL CONTROL switch to RUN. The START selector opens the starter air valve to begin dry motoring the engine. Moving the FUEL CONTROL switch to RUN opens the spar fuel valve, but not the engine fuel valve. The proper sequencing of fuel and ignition is controlled by the autostart system. With the FUEL CONTROL switch positioned to RUN, the EEC opens engine fuel valve and energizes the ignitor(s) at the appropriate N3 RPM. During autostart, the EEC monitors EGT, N3 RPM, and other engine parameters until idle N3 RPM is achieved. During ground start, the autostart system monitors engine parameters and will abort the start for any of the following: Note: The autostart system does not monitor oil pressure and temperature. If a hot start or hung/stall start is detected and N3 RPM is less than starter cutout speed, the EEC turns off fuel and ignition and motors the engine for 30 seconds. Following 30 seconds of motoring and after EGT falls below 100 degrees C, the EEC re-introduces fuel and ignition using both igniters. If the second attempt fails and N3 is less than starter cutout speed, the EEC turns off fuel and ignition and motors the engine for 30 seconds and until the EGT is below 100 degrees C. The starter air valve then closes and the START selector returns to the NORM position. The EICAS caution message ENG AUTOSTART (L or R) displays. I hope this help... Share this post Link to post Share on other sites
Azrin A 2 Report post Posted August 18, 2006 The engines are three–rotor axial flow turbofans of high compression and bypass ratio. The N1 rotor consists of the fan and a low pressure turbine section on a common shaft. The N2 rotor consists of an intermediate pressure compressor section and an intermediate pressure turbine section on a common shaft. The N3 rotor consists of a high pressure compressor section and a high pressure turbine section on common shaft. The N1, N2, and N3 rotors are mechanically independent. The N3 rotor drives the engine accessory gearbox. Each engine is controlled by an electronic engine controller (EEC). The EECs monitor autothrottle and flight crew inputs through the thrust levers to automatically control the engines. Autostart Autostart allows the EEC to control fuel and ignition. With the AUTOSTART switch ON, the autostart sequence is initiated by rotating the START selector to START and moving the FUEL CONTROL switch to RUN. The START selector opens the starter air valve to begin dry motoring the engine. Moving the FUEL CONTROL switch to RUN opens the spar fuel valve, but not the engine fuel valve. The proper sequencing of fuel and ignition is controlled by the autostart system. With the FUEL CONTROL switch positioned to RUN, the EEC opens engine fuel valve and energizes the ignitor(s) at the appropriate N3 RPM. During autostart, the EEC monitors EGT, N3 RPM, and other engine parameters until idle N3 RPM is achieved. During ground start, the autostart system monitors engine parameters and will abort the start for any of the following: Note: The autostart system does not monitor oil pressure and temperature. If a hot start or hung/stall start is detected and N3 RPM is less than starter cutout speed, the EEC turns off fuel and ignition and motors the engine for 30 seconds. Following 30 seconds of motoring and after EGT falls below 100 degrees C, the EEC re-introduces fuel and ignition using both igniters. If the second attempt fails and N3 is less than starter cutout speed, the EEC turns off fuel and ignition and motors the engine for 30 seconds and until the EGT is below 100 degrees C. The starter air valve then closes and the START selector returns to the NORM position. The EICAS caution message ENG AUTOSTART (L or R) displays. I hope this help... Yes, it help to confuse me Sorry TK... A very technical one mah. A working technical diagram would help he he Share this post Link to post Share on other sites
Teoh Z Yao 0 Report post Posted August 18, 2006 Yes, it help to confuse me Sorry TK... A very technical one mah. A working technical diagram would help he he Do you do some FS? If you do then the explanation is clearer... Try familiarize yourself with a jet cockpit... Share this post Link to post Share on other sites
Samuel Chy 0 Report post Posted August 18, 2006 (edited) TK, is that the one u describe above similar to this one? Edited August 18, 2006 by Samuel Chy Share this post Link to post Share on other sites
TK 0 Report post Posted August 19, 2006 there are a lot of info that we can get on the internet... it may be similar or same at all cost. what i have up there is from the Boeing Manual. Yes, we can have it from other sources too...i hope what i gave is just for reference. starting an engines is different from one aircraft to another.. But basic is...turn the starter on, fuel lever to Run..thats it. With or without FADEC is another matter. i can explain more...i can saz the difference about starting a 737 and a 777. I guess some of you have seen FS...i guess it may answer all your questions then. I wish last time, after school or during school i would have all the luxury info about aircraft from the net.. well, it was jurasic last time. ..same as aircraft technology then and now. Share this post Link to post Share on other sites
Teoh Z Yao 0 Report post Posted August 20, 2006 I wish last time, after school or during school i would have all the luxury info about aircraft from the net.. well, it was jurasic last time. ..same as aircraft technology then and now. And, the transition from Jurassic to the modern age is overnight! Share this post Link to post Share on other sites
T Azahan 1 Report post Posted August 20, 2006 good explanation from mwings headmaster. now at least i know what EEC is for. Share this post Link to post Share on other sites
TK 0 Report post Posted August 30, 2006 something to share http://www.jetphotos.net/viewphoto.php?id=5803352 have a nice day. Share this post Link to post Share on other sites
Min Chun 0 Report post Posted August 30, 2006 something to share http://www.jetphotos.net/viewphoto.php?id=5803352 have a nice day. Wow... Finally there's an update with picture..heheh Love the cockpit shot showing copilot guiding Capt Share this post Link to post Share on other sites
