FS2004 Boeing 747 Classic

[Hiroshi Igami]

This is what I found in my photo library

I wish will be a help

 

[arwasairl]

-100 has most of its systems completed, with the JT9D-3A and its updated flight dynamics and rated thrust of 43,890 lbf of thrust. The -100 also has the Zone 2-fed stateroom instead of the separated upper deck ducts, lower fuel capacities, higher engine EGT limits (but lower EGT margins), engine surging requiring careful thrust acceleration on the ground (or your engines will die!), and weight and balance changes. The 2-channel approach AT however has not been implemented, though I suspect that there's little changes to be made for the AP.

I also took the liberty to make some fixes to the external 3d model, such as the missing tires when rolling fast and the LE flaps not retracting on reverser operation. There's also several new wingflex features such as wing bouncing when taxiing and taking off.

The blow-in doors are managed by differential pressure though its exact physical properties I am still working through, as this passive feature for the engine is hardly ever described in documents.

 

[Jon00]

View attachment 100827
View attachment 100828

-100 has most of its systems completed, with the JT9D-3A and its updated flight dynamics and rated thrust of 43,890 lbf of thrust. The -100 also has the Zone 2-fed stateroom instead of the separated upper deck ducts, lower fuel capacities, higher engine EGT limits (but lower EGT margins), engine surging requiring careful thrust acceleration on the ground (or your engines will die!), and weight and balance changes. The 2-channel approach AT however has not been implemented, though I suspect that there's little changes to be made for the AP.

I also took the liberty to make some fixes to the external 3d model, such as the missing tires when rolling fast and the LE flaps not retracting on reverser operation. There's also several new wingflex features such as wing bouncing when taxiing and taking off.

The blow-in doors are managed by differential pressure though its exact physical properties I am still working through, as this passive feature for the engine is hardly ever described in documents.

for the -100 the autopilot will it be 3 levers or will you make one with 2 levers?
but doesn't it have the bulge behind the upper deck?

 

[arwasairl]

Wouldn't you know it, ASME has an archived conference paper about the exact mechanics behind the blow in doors.

for the -100 the autopilot will it be 3 levers or will you make one with 2 levers?
but doesn't it have the bulge behind the upper deck?

I mentioned already that the dual channel AP will be a feature at some point. The bulge behind the back is not something all 100s had, in fact most of them got rid of that. It was an antenna dome meant for the SATCOM radio communications system that ended up never getting implemented and was removed in the mid 1970s. Very few 100s had this and as I said, they all got rid of them in just 4 to 5 years in service.

 

[Jon00]

View attachment 100831

Wouldn't you know it, ASME has an archived conference paper about the exact mechanics behind the blow in doors.


I mentioned already that the dual channel AP will be a feature at some point. The bulge behind the back is not something all 100s had, in fact most of them got rid of that. It was an antenna dome meant for the SATCOM radio communications system that ended up never getting implemented and was removed in the mid 1970s. Very few 100s had this and as I said, they all got rid of them in just 4 to 5 years in service.

The -3 would fit well, given that both had short service lives.
I think it's only available on the Aerosim version.
According to this design, is the air supposed to pass through this slot?

 

[arwasairl]

According to this design, is the air supposed to pass through this slot?

No, that is probably just because the engine was partially taken apart since its just a museum piece. The air flows from outside into the engine inlet via the doors forward of that area, those metal panels with the halftoning texturing are physically connected to the outside doors. When the outside doors open, those interior inlet doors rotate upwards hinged on the nacelle side allowing air to flow into the inlet. The vortex vanes you see are there to not only manage inlet flow but also act as guiding vanes for the inlet air.

 

[Jon00]

No, that is probably just because the engine was partially taken apart since its just a museum piece. The air flows from outside into the engine inlet via the doors forward of that area, those metal panels with the halftoning texturing are physically connected to the outside doors. When the outside doors open, those interior inlet doors rotate upwards hinged on the nacelle side allowing air to flow into the inlet. The vortex vanes you see are there to not only manage inlet flow but also act as guiding vanes for the inlet air.

So, it's different from the JT3.
In the JT3, the flow was channeled at the duct outlet and tended to travel by hugging the inner dome.

In the JT9, the duct seems thinner, and perhaps has a more linear exit angle.
It would be interesting to see how a JT8 is built; I imagine it would be similar to the JT9.

My friend, you're a wealth of knowledge.

 

[arwasairl]

Hey all, just wanted to share that the configurator app that we made few months ago now is interfaced with the sim. For now, the only option that actually works is the pylon selection for the 747-200B variant. This will only be available on the -200B with JT9Ds as older JT9Ds and the CF6 and RB211 never had this option.

You can make changes outside of the sim and inside the sim.

 

[arwasairl]

An Alitalia livery has been completed, complete with alot of dirt. Also, the SATCOM communications antenna bubble aft of the upper deck has been modelled, and can be toggled on/off with the configurator app.

 

[arwasairl]

The sound framework is now in, and with that comes two selectable GPWS models:

The Sundstrand Mark II (the most common one, and fitted in most classic 747s) and the AlliedSignal/Honeywell Mark V (a retrofit that I'm not sure any real 747s carried, nevertheless the non-enhanced modes were simple enough to do) are available as options with their respective mode envelopes. The Mark V upgrade contains aural declutter instead of a nagging TERRAIN warning like the Sundstrand unit had (the Mk II required a positive barometric altimeter difference of 300 feet to silence TERRAIN sounds after a Mode 1 event recovery, the Mk V changed this to only play TERRAIN after 20% of altitude degradation occurred after the Mode 1 event recovery), as well as Mode 6 now having bank angle alert options. Note that in the configurator, you will be able to choose whether or not to play specific sounds, and specific variants (MINIMUMS vs MINIMUMS - MINIMUMS).

Here's a video of it in action:

 

[alex_94]

Wow thats incredible work

 

[FuelJettison744]

How do you fly holdings in a 74 classic? The 400 has a HOLD fmc page, does the cl have that with ins?

 

[arwasairl]

How do you fly holdings in a 74 classic? The 400 has a HOLD fmc page, does the cl have that with ins?

You fly a hold with heading mode and manually turn the heading knob. Alternatively, you can create specific waypoints where their exact lattitudes and longitudes correspond to corners of the holding racetrack, but it would require you to constantly waypoint change between the two waypoints and would eat into the alotted 9 waypoints you only had in the INS, hence most pilots just used the heading knob. The CIVA INS has no concept of holds, offsets, restrictions, RF legs, intersections, airways, fixes, etc... it's a purely manual system in terms of those items and the INS only knows your lattitude and longitude and each waypoint's lattitude and longitude. Therefore if you want to approach via a SID or STAR, while you can technically do it, you need to manually manage speed and altitude restrictions yourself. If you must offset over a track you must do it manually with the heading knob or physically offset the waypoints themselves. It's usually advisable to ask the controller for vectors during approach and departure due to this limitation if you are flying classic aircraft on VATSIM as you have no way to easily change SID/STAR procedures on the fly without taking 10 minutes to punch in every coordinate manually.

This is assuming the plane was not fitted with a Honeywell FMS. If it was, it works the exact same way any modern aircraft does.

 

[Jon00]

You fly a hold with heading mode and manually turn the heading knob. Alternatively, you can create specific waypoints where their exact lattitudes and longitudes correspond to corners of the holding racetrack, but it would require you to constantly waypoint change between the two waypoints and would eat into the alotted 9 waypoints you only had in the INS, hence most pilots just used the heading knob. The CIVA INS has no concept of holds, offsets, restrictions, RF legs, intersections, airways, fixes, etc... it's a purely manual system in terms of those items and the INS only knows your lattitude and longitude and each waypoint's lattitude and longitude. Therefore if you want to approach via a SID or STAR, while you can technically do it, you need to manually manage speed and altitude restrictions yourself. If you must offset over a track you must do it manually with the heading knob or physically offset the waypoints themselves. It's usually advisable to ask the controller for vectors during approach and departure due to this limitation if you are flying classic aircraft on VATSIM as you have no way to easily change SID/STAR procedures on the fly without taking 10 minutes to punch in every coordinate manually.

This is assuming the plane was not fitted with a Honeywell FMS. If it was, it works the exact same way any modern aircraft does.

I can confirm that some 747s were retrofitted with modern GPWS systems; around the 2000s, I had the opportunity to fly in the jumpseat of a 747 freighter, and the aircraft was equipped with GNS (though I do not recall if all three units had them). I remember that while holding on Schiphol, they continued to maintain their course using the HDG mode.

 

[FuelJettison744]

You fly a hold with heading mode and manually turn the heading knob. Alternatively, you can create specific waypoints where their exact lattitudes and longitudes correspond to corners of the holding racetrack, but it would require you to constantly waypoint change between the two waypoints and would eat into the alotted 9 waypoints you only had in the INS, hence most pilots just used the heading knob. The CIVA INS has no concept of holds, offsets, restrictions, RF legs, intersections, airways, fixes, etc... it's a purely manual system in terms of those items and the INS only knows your lattitude and longitude and each waypoint's lattitude and longitude. Therefore if you want to approach via a SID or STAR, while you can technically do it, you need to manually manage speed and altitude restrictions yourself. If you must offset over a track you must do it manually with the heading knob or physically offset the waypoints themselves. It's usually advisable to ask the controller for vectors during approach and departure due to this limitation if you are flying classic aircraft on VATSIM as you have no way to easily change SID/STAR procedures on the fly without taking 10 minutes to punch in every coordinate manually.

This is assuming the plane was not fitted with a Honeywell FMS. If it was, it works the exact same way any modern aircraft does.

Thx, but does that mean its the exact same complex method as in the c172? With entries, wind corrections etc.? Or does the 74cl have wxtra instruments to make it easy?

 

[Jon00]

Thx, but does that mean its the exact same complex method as in the c172? With entries, wind corrections etc.? Or does the 74cl have wxtra instruments to make it easy?

Not really, keep ľ At active and keep the speed shown on the map,
Older maps show the time and speed to keep on the holding circuit.

 

[arwasairl]

Thx, but does that mean its the exact same complex method as in the c172? With entries, wind corrections etc.? Or does the 74cl have wxtra instruments to make it easy?

Entry into a hold requires the same direct/teardrop/parallel entrance procedures youd find in planes without GPS. In wind, you have to manually mentally compensate for headwinds tailwinds and crosswinds, since holding patterns were time based instead of having a fixed distance. The INS computer only gives wind information, though you can insert the holding fix's position to get inertial distance and ETA to the fix.It will not however, provide the standard 3 degree rate turn for holds, so you still must use heading mode to fly the pattern.

 

[FuelJettison744]

Entry into a hold requires the same direct/teardrop/parallel entrance procedures youd find in planes without GPS. In wind, you have to manually mentally compensate for headwinds tailwinds and crosswinds, since holding patterns were time based instead of having a fixed distance. The INS computer only gives wind information, though you can insert the holding fix's position to get inertial distance and ETA to the fix.It will not however, provide the standard 3 degree rate turn for holds, so you still must use heading mode to fly the pattern.

Not really, keep ľ At active and keep the speed shown on the map,
Older maps show the time and speed to keep on the holding circuit.

Ah thx! Will be tricky but that makes it fun

 

[Jon00]

Ah thx! Will be tricky but that makes it fun

I'm glad I could help; once you've done it a few times, it becomes pretty straightforward.
As you can see on this chart, the time and speed restriction for navigating the circuit are listed.
However, it's more common to find charts that don't indicate the speed; just remember that the time always refers to the straight section.

If the speed isn't specified, standard speeds are followed based on your altitude.
Keep in mind that I'm not a pilot, and everything I'm sharing is based on things I've heard and seen.

 

[arwasairl]

The failure network now has been overhauled, where each component can be failed. Currently, none of the sections except for ATA 21 have failures as I have to make unique failures to each system, but here's a look at the debug menu (a much cleaner GUI menu will come later)
Each part has its own unique failure (for example, the primary heat exchanger in pack 1 can have a ram face blockage, a primary core leak, a flange rupture, or oil contamination, whereas the ram inlet actuator can seize, fail to open, or have its switch short out) as well as life cycle parts. The actual MTBF failure time is not super accurate, as that info is not in any kind of document and is mostly info from the airline's own maintenance networks, but I estimated life cycle parts based upon when the MPD says to replace parts.

Also, circuit breakers are now a thing and with this failure network, circuits can trip open and may require the breaker to be reset in order to close. In some cases depending on the failure, the breaker may not be able to be closed at all and thus will require an aircraft inspection in order to close the breaker (a wire shorting to ground for example).

If you decide to defer repairing a component, you must follow DDPG procedures. For example, if an ACM bypass valve has failed, you can continue your flight as long as you deactivate it and set it to OPEN before departure (deferring a component under the MEL automatically applies the correct exceptions procedures, so you do not have to do this manually)

In addition, these will be saved into a maintenance.ini file for each livery. That means that each livery can have their own failures and life cycles depending on how much you fly that particular livery. These are persistent between sim sessions so these settings don't get thrown away when you close the sim.

Finally, failures cascade where applicable. For example, a failed equipment cooling rack will cause instruments to overheat and freeze or display false information over time.