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.